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SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018

Data Collection Report on

Sustainable Urban Transport Index

Phase-1

– BANDUNG CITY –

Dr. Eng Widyarini Weningtyas

2018


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TABLE OF CONTENTS

INTRODUCTION .................................................................................. 4

I.1 General description ................................................................................................ 4 I.2 Demography .......................................................................................................... 7

CURRENT STATE OF URBAN TRANSPORT SYSTEMS AND

SERVICE ................................................................................................ 8

II.1 Road network in Bandung city .............................................................................. 8 II.2 Number of private vehicles .................................................................................. 10 II.3 Transportation network in Bandung city ............................................................. 11 II.4 Public transportation infrastructure ..................................................................... 12 II.5 Public transportation system ................................................................................ 16 II.6 Master plan of transportation Bandung ............................................................... 24 II.7 Transit oriented development .............................................................................. 27 II.8 Road-based transportation ................................................................................... 29 II.9 Skywalk ............................................................................................................... 35 II.10 Bike sharing ......................................................................................................... 37 II.11 Rail-based transportation ..................................................................................... 39 II.12 Park and ride ........................................................................................................ 42

SUTI DATA COLLECTION ............................................................. 44

SUTI ..................................................................................................... 45

IV.1 Sustainable Urban Transportation Index ............................................................. 45 IV.2 Data collection for each SUTI indicators in Bandung city .................................. 45

DATA ANALYSIS ................................................................................ 58

PERSPECTIVE ON SUTI PILOT EXERCISE ............................... 66

ANNEXURES.................................................................................................................. 67 A.1: Experts and officials met .......................................................................................... 68 A.2: References ................................................................................................................. 69

List of Tables

Table I-1: District area of Bandung Municipality ............................................................................. 4 Table I-2: Population by district in Bandung city 2012-2016 ........................................................... 7 Table II-1: List of roads by function and hierarchy in Bandung city ................................................ 8 Table II-2: Number of vehicles in Bandung Municipality 2016 .................................................... 10 Table II-3: List of terminals in Bandung based on Type A, B and C .............................................. 13 Table II-4: Train traffic in Bandung city ......................................................................................... 14 Table II-5: Air traffic by month international flight in Husein Sastranegara Bandung ................... 15 Table II-6: The number of public transportation fleet between cities in 2016 ................................ 16 Table II-7: Data on the number of fleets and DAMRI bus route services in the city of Bandung .. 16 Table II-8: Number of taxis in Bandung city .................................................................................. 18 Table II-9: Paratransit transportation in Bandung city ................................................................... 19


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Table II-10: Policy direction for transportation service transportation development ...................... 25 Table II-11: The proportion of the budget for each program to improve public transportation of the

transportation service ...................................................................................................................... 26 Table II-12: Vision and Mission of Bandung city in the field of transportation ............................. 27 Table II-13: TOD location proposal in the Bandung city................................................................ 27 Table II-14: Plan to develop bus corridors in the city of Bandung ................................................. 29 Table II-17: Characteristics of school children public transport users ............................................ 31 Table II-18: Plan for school bus routes in Bandung ........................................................................ 31 Table II-19: Recapitulation of Bandung monorail infrastructure development costs ..................... 40 Table II-20: Cable car specifications and investment costs ............................................................ 41 Table III-1: Ten indicators of Sustainable Urban Transport Index ................................................. 44 Table IV-1: Ten indicators for Sustainable Urban Transport Index ................................................ 45 Table IV-2: Comparison of CSI Public Services in the Pertma Quarter with the Second in the

Transportation Technical Implementation Unit of the Bandung City Transportation Agency ....... 51 Table IV-3: Budgeting in Bandung Transportation Agency ........................................................... 55

List of Figures

Figure I-1: Bandung city administration maps .................................................................................. 4 Figure I-2: Bandung city land use map ............................................................................................. 6 Figure I-3: The rate of Bandung's economic growth in 2011 - 2017 (Percent) ................................. 6 Figure II-1:: Road surface type ......................................................................................................... 8 Figure II-2: Road network in Bandung city .................................................................................... 10 Figure II-3: Composition of car and motorcycle ownership in the city of Bandung ....................... 11 Figure II-4: Congestion on one of Bandung city road ..................................................................... 11 Figure II-5: Public transport network in Bandung city ................................................................... 12 Figure II-6: Station and terminal location in Bandung city ............................................................. 13 Figure II-7: Railway rail route in Bandung metropolitan area ........................................................ 15 Figure II-8: Route of DAMRI bus .................................................................................................. 17 Figure II-9: Taxi operating in the city of Bandung ......................................................................... 18 Figure II-10: Angkot in Bandung City ............................................................................................ 20 Figure II-11: Route of Trans Metro Bandung ................................................................................. 21 Figure II-12: Bus stop Trans Metro Bandung list ........................................................................... 22 Figure II-13: Route of school bus in Bandung city ......................................................................... 23 Figure II-14: School bus that operated in Bandung city.................................................................. 23 Figure II-15: Maps for existing bike lane in Bandung (Weningtyas et al, 2016) ........................... 24 Figure II-16: Bus route map corridor plan ...................................................................................... 30 Figure II-17: Bandung Trans Metro bus fleet ................................................................................. 30 Figure II-18: School bus corridor route 1 ........................................................................................ 32 Figure II-19: School bus corridor route 2 ........................................................................................ 33 Figure II-20: Tourism bus fleet “Bandros” ..................................................................................... 34 Figure II-21: Tourism bus corridor route1 ...................................................................................... 34 Figure II-22: Tourism bus corridor route 2 ..................................................................................... 35 Figure II-23: Route plan sky walk ................................................................................................. 36 Figure II-24: One example of the design of sky walk in urban areas .............................................. 36 Figure II-25: Bicycle lane plans in Bandung city ............................................................................ 37 Figure II-26: Potential area of Bandung Bike-share development .................................................. 38 Figure II-27: The 1st phase of Bandung Bike-share development .................................................. 38 Figure II-28: Route light rail transit Bandung corridor 1 ................................................................ 39 Figure II-29: Route light rail transit Bandung corridor 2 ................................................................ 40 Figure II-30: Example of cable car in Australia .............................................................................. 41 Figure II-31: Cable car route plan in Bandung city ......................................................................... 42 Figure II-32: Map of the park and ride location plan for the city of Bandung ................................ 43 Figure II-33: Example of a parking building used in the city center ............................................... 43


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Disclaimer:

This report has been issued without formal editing.

The designation employed and the presentation of the material in the report do not imply

the expression of any opinion whatsoever on the part of the Secretariat of the United

Nations concerning the legal status of any country, territory, city or area or of its authorities,

or concerning the delimitation of its frontiers or boundaries. The views expressed, analysis,

conclusions and recommendations are those of the author(s) and should not necessarily be

considered as reflecting the views or carrying the endorsement of the United Nations.

Mention of firm names and commercial products does not imply the endorsement of the

United Nations.


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INTRODUCTION

I.1 General description

Bandung, the capital of West Java province, located about 180 kilometres (110 mi)

southeast of Jakarta, is the third largest city in Indonesia. It is located in Java, between

107º36’ east longitudes and 6º55’ south latitudes and approximately 140 kilometers (87

miles) south east of Jakarta. The average temperature of the city is 23.8° C with highest

temperature reaching 29.8° C in March and lowest in July 19.5° C (Central Bureau of

Statistic, 2017). Bandung is located at an altitude of 700 meters above sea level (ASL).

Figure I-1: Bandung city administration maps

The total area of Bandung Municipality is 167.31 km2. It is divided into 30 Districts

covering 151 Sub Districts. The largest District is Gedebage (9.58km2) and Astananyar

constitutes the smallest district (2.89 km2.)

Table I-1: District area of Bandung Municipality

Number District Total Area (square.km) Percentage area from total

1 Bandung Kulon 6,46 3,86

2 Babakan Ciparay 7,45 4,45

3 Bojongloa Kaler 3,03 1,81

4 Bojongloa Kidul 6,26 3,74

5 Astana Anyar 2,89 1,73

6 Regol 4,30 2,57

https://en.wikipedia.org/wiki/Jakarta


5

Number District Total Area (square.km) Percentage area from total

7 Lengkong 5,90 3,53

8 Bandung Kidul 6,06 3,62

9 Buah Batu 7,93 4,74

10 Rancasari 7,33 4,38

11 Gedebage 9,58 5,73

12 Cibiru 6,32 3,78

13 Panyileukan 5,10 3,05

14 Ujung Berung 6,40 3,83

15 Cinambo 3,68 2,20

16 Arcamanik 5,87 3,51

17 Antapani 3,79 2,27

18 Mandalajati 6,67 3,99

19 Kiaracondong 6,12 3,66

20 Batununggal 5,03 3,01

21 Sumur Bandung 3,40 2,03

22 Andir 3,71 2,22

23 Cicendo 6,86 4,10

24 Bandung Wetan 3,39 2,03

25 Cibeunying Kidul 5,25 3,14

26 Cibeunying Kaler 4,50 2,69

27 Coblong 7,35 4,39

28 Sukajadi 4,30 2,57

29 Sukasari 6,27 3,57

30 Cidadap 6,11 3,65 (Source: Central Bureau of Statistic, 2017)

Bandung municipal area

The area of the city of Bandung consists of 30 sub-districts. The Rencana Tata Ruang

Wilayah Kota Bandung (RTRW) meaning spatial plan of Bandung city is a description of

the strategy and direction of the policy on the use of national and island / island spatial area

into the structure and pattern of regional land use. In utilizing the pattern of land use

especially the city of Bandung refers to regional regulation number 18 of 2011 concerning

the Bandung City Spatial Plan for 2011-2031.


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Figure I-2: Bandung city land use map

In terms of the economic structure of the city it is observed that the processing industries

which contributed to about 20% of Gross Regional Domestic Product (GRDP) of the city.

The economic growth rate of the city has decreased from 8.53 in 2012 to 7.12 in 2018. The

growth in the city is supported by the rise in the tertiary sector and processing industries.

The GRDP for the city is around 84.14 million rupiah (based on per capita income)

Figure I-3: The rate of Bandung's economic growth in 2011 - 2017 (Percent)

(Source: Central Bureau of Statistic, 2017)

7.91

8.53

7.847.72 7.64

7.79

7.21

6.5

7

7.5

8

8.5

9

2011 2012 2013 2014 2015 2016 2017

The Rate of Bandung's Economic Growth in 2011 - 2017 (Percent)


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I.2 Demography

Based on the data of Bandung City Central Statistics Agency, in 2011 the population of the

city was 2.95 million, with population growth rate of 2.5%. The city is a densely populated

city with a density of 34,346/km2. From the gender composition of the city’s population,

on average the city consists of 50.37% males and 40.63% females. Meanwhile, based on

age, it can be observed that most of the members of the population, or 47.36%, are at the

age of 20-24 years old.

The majority of Bandung's population is of Sundanese descent. Javanese are the largest

minority and mostly come from nearby Central Java and the eastern part of Java. Other

minorities include Minang, Minahasan, Chinese, Batak, Malay, Korean, Indian, and

Japanese.

Table I-2: Population by district in Bandung city 2012-2016

Number District Sub-

District

Population

2012 2013

1 Bandung Kulon 8 140780 142411

2 Babakan Ciparay 6 145411 147096

3 Bojongloa Kaler 5 119025 120405

4 Bojongloa Kidul 6 84686 85668

5 Astana Anyar 6 68042 68830

6 Regol 7 80534 81467

7 Lengkong 7 70371 71187

8 Bandung Kidul 4 58282 58957

9 Buah Batu 4 94018 95108

10 Rancasari 4 76014 76895

11 Gedebage 4 36657 37082

12 Cibiru 4 71191 72016

13 Panyileukan 4 39787 40248

14 Ujung Berung 5 76021 76902

15 Cinambo 4 24942 25231

16 Arcamanik 4 68519 69313

17 Antapani 4 73608 74461

18 Mandalajati 4 62849 63578

19 Kiaracondong 6 130460 131972

20 Batununggal 8 119541 120927

21 Sumur Bandung 4 36160 36579

22 Andir 6 96435 97553

23 Cicendo 6 98609 99752

24 Bandung Wetan 3 30767 31124

25 Cibeunying Kidul 6 106571 107806

26 Cibeunying Kaler 4 70111 70924

27 Coblong 6 130023 131530

28 Sukajadi 5 107133 108375

29 Sukasari 4 80971 81908

30 Cidadap 3 57999 58672

Total 2455517 2483977


https://en.wikipedia.org/wiki/Sundanese_people

https://en.wikipedia.org/wiki/Javanese_people

https://en.wikipedia.org/wiki/Central_Java

https://en.wikipedia.org/wiki/East_Java

https://en.wikipedia.org/wiki/Minangkabau_people

https://en.wikipedia.org/wiki/Minahasan_people

https://en.wikipedia.org/wiki/Chinese_Indonesians

https://en.wikipedia.org/wiki/Batak

https://en.wikipedia.org/wiki/Malay_Indonesian

https://en.wikipedia.org/wiki/Koreans

https://en.wikipedia.org/wiki/Indian_people

https://en.wikipedia.org/wiki/Japanese_people


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CURRENT STATE OF URBAN

TRANSPORT SYSTEMS AND

SERVICE

This chapter includes the current state of urban transport systems and service including a

brief description of the road and public transport network & infrastructure situation along

with issues identified and the policy and projects response to deal with the situation.

II.1 Road network in Bandung city

The length of the road in Bandung in 2016 was 1,236.48 km of this National roads account

to about 45,63 km, Provincial road 32,05 km and City road 1158,80 km Most of the

network (93.88 percent) is in good condition in the city rest is in medium condition.

Figure II-1:: Road surface type


Table II-1: List of roads by function and hierarchy in Bandung city

Number Name of road Length (km) Road authority

I. Arterial Road

1. Jl. Jend. Sudirman 6.79 National

2. Jl. Asia Afrika 1.51 National

3. Jl. Jend. A. Yani 5.40 National

4. Jl. Raya Ujungberung 8.04 National

5. Jl. Soekarno Hatta 18.46 National

6. Jl. Dr. Junjunan 2.00 Bandung City

7. Jl. Pasteur 0.21 Bandung City

8. Jl. Cikapayang 0.37 Bandung City

9. Jl. Surapati 1.16 Bandung City

10. Jl. PHH. Mustofa 3.34 Bandung City

II. Primary Collector

77%

6%

17%

Percentage of Road Surface Type

Hotmix Penetrasi Beton


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1. Jl. Raya Setiabudhi 6.03 Province

2. Jl. Sukajadi 2.57 Province

3. Jl. HOS. Cjokroaminoto (Pasirkaliki) 2.18 Province

4. Jl. Gardujati 0.41 Province

5. Jl. Astana Anyar 0.76 Province

6. Jl. Pasir Koja 0.13 Province

7. Jl. K.H. Wahid Hasyim (Kopo) 2.96 Province

8. Jl. Moch. Toha 3.47 Bandung City

9. Jl. Ters. Buah Batu 1.06 Province

10. Jl. Ters. Kiaracondong 1.16 Province

11. Jl. Moch. Ramdan 0.94 Bandung City

12. Jl. Ters. Pasir Koja 2.72 Bandung City

13. Jl. Rumah Sakit 2.83 Bandung City

14. Jl. Gedebage Selatan 3.08 Bandung City

III. Secondary Arterial Road

1. Jl. Kiaracondong 4.12 Province

2. Jl. Ters. Kiaracondong 0.99 Province

3. Jl. Jamika 0.91 Bandung City

4. Jl. Peta 2.60 Bandung City

5. Jl. BKR 2.30 Bandung City

6. Jl. Pelajar Pejuang 45 1.48 Bandung City

7. Jl. Laswi 1.10 Bandung City

8. Jl. Sukabumi 0.64 Bandung City

9. Jl. Sentot Balibasa 0.20 Bandung City

10. Jl. Dipenogoro 0.66 Bandung City

11. Jl. W.R. Supratman 1.86 Bandung City

12. Jl. Jakarta 1.15 Bandung City

13. Jl. Ters. Jakarta 2.76 Bandung City

14. Jl. Ters. Pasirkoja 2.68 Bandung City

15. Jl. Pasirkoja 0.46 Bandung City

16. Jl. Abdul. Muis 1.68 Bandung City

IV. Secondary Arterial Road

1. Jl. Ir. H. Juanda 5.64 Bandung City

2. Jl. Dipatiukur 1.83 Bandung City

3. Jl. Merdeka 1.04 Bandung City

4. Jl. Ciumbuleuit 2.44 Bandung City

5. Jl. Setiabudhi 1.48 Bandung City

6. Jl. Cihampelas 0.14 Bandung City

7. Jl. Siliwangi 1.06 Bandung City

8. Jl. Gegerkalong Hilir 2.10 Bandung City

9. Jl. Tubagus Ismail 1.27 Bandung City

10. Jl. Sadang Serang 0.71 Bandung City

11. Jl. Cikutra Barat 0.88 Bandung City

12. Jl. Cikutra Timur 2.37 Bandung City

13. Jl. Antapani Lama 1.26 Bandung City

14. Jl. Pacuan Kuda 2.44 Bandung City

15. Jl. Ciwastra 5.80 Bandung City

16. Jl. Rajawali Barat 1.02 Bandung City

17. Jl. Rajawali Timur 1.54 Bandung City

18. Jl. Kebonjati 1.40 Bandung City

19. Jl. Suniaraja 0.24 Bandung City


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20. Jl. Lembong 0.45 Bandung City

21. Jl. Veteran 0.83 Bandung City (Source: Bandung municipality public works office)

The following Figure II.2 provides the existing road hierarchy.

Figure II-2: Road network in Bandung city

II.2 Number of private vehicles

The number of motor vehicles in the city is on the rise. This growth is causing congestion

in some locations and increasing the amount of pollution. Congestion is mainly caused by

the imbalance between the availability road network and the growth of motor vehicle

ownership. Hence, investments in public transport are imperative which is cheap,

convenient and safe to deal with the situation. The Municipality of Bandung had around

1.716.698 vehicles in 2016.mostly dominated by motorcycle which constitute around 73%

(1,251.080)

Table II-2: Number of vehicles in Bandung Municipality 2016

Num Vehicle Type

Kota

Bandung I

Kota

Bandung II

Kota

Bandung III Total

Vehicle Padjajaran Kawaluyaan Soekarno Hatta

1

Motorcycle 462.478 433.042 355.560 1.251.080

Private 461.503 421.555 354.377 123.7435

Government Own 974 11.487 1.183 13.644

Public 0 0 0 0

2

Car 153.336 170.430 141.852 465.618

Private 147.076 159.185 137.951 444.212

Government Own 676 5.220 426 6.322


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Num Vehicle Type

Kota

Bandung I

Kota

Bandung II

Kota

Bandung III Total

Vehicle Padjajaran Kawaluyaan Soekarno Hatta

Public 5.584 6.025 3.475 15.084

Total

Private 608.579 580.740 492.328 168.1647

Government Own 1.650 16.707 1.609 19.966

Public 5.584 6.025 3.475 15.084 (Source: Central Bureau of Statistic, 2017)

Figure II-3: Composition of car and motorcycle ownership in the city of Bandung

Figure II-4: Congestion on one of Bandung city road

(Source: Tribun News)

II.3 Transportation network in Bandung city

In Indonesia, public transport services can be distinguished in three main categories,

namely Inter-city transport, urban transport, and rural transport.


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The primary means of public transportation is by minibus, called Angkot (from angkutan

'transportation' and kota 'city'). They are privately operated and cheap, serving multiple

routes throughout the city, but are basic transport. Public transport services are also

provided by Trans Metro Bandung (TMB) bus, Antar Kota Dalam Provinsi (AKDP-

Intercity) Bus, Djawatan Angkoetan Motor Repoeblik Indonesia (DAMRI) Bus refers to

an Indonesian state owned public transport service and Railway. These are shown in the

figure II.5 below. Taxis and online transport (such as gojek and grab) are also widely

available.

Figure II-5: Public transport network in Bandung city

(Source: BLCMP Report 2017)

II.4 Public transportation infrastructure

a. Terminals

Road transport infrastructure network consists of a tangible node of the passenger terminal

and the terminal of goods and traffic space, wherein the passenger terminal according to

the service area is grouped into:

1. Type A passenger terminal serves as the level one hub in the city providing interchange

facilities for border, regional, intercity, rural and urban transport.

2. Type B passenger terminal serves the public transportation for inter-city transportation

within the province, urban transport and rural transportation.

3. Terminal passenger type C serves the public transportation for rural transportation.

In relation to this study, figure II.5 presents some of the terminals in the study location.

https://en.wikipedia.org/wiki/Share_taxi#Indonesia


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Figure II-6: Station and terminal location in Bandung city

(Source: Bandung transportation department, 2017)

Table II-3: List of terminals in Bandung based on Type A, B and C

Num. Station Name Type Area (M2) Location

1. Leuwi Panjang A 35.000 Soekarno Hatta Street

2. Cicaheum A 7500 Ahmad Yani Street

3. Leuwi Panjang (Non Bus) B 3885 Soekarno Hatta Street

4. Cicaheum (Non Bus) B 4 Ahmad Yani Street

5. Abdul Muis B 500 Pungkur Street

6. Sub Ledeng Stasion B 26 Setiabudi Street

7. Sub Ciroyom Stasion B 2 Ciroyom Street

8. Sub ST. Hall Stasion B 4326 Suniaraja Street

9. Sub Dago Stasion B 422 Ir. H. Djuanda Street

10. Sub Ujungberung Stasion B 1675 Ujungberung Street

11. Tegalega Base I C 3 Otista Street

12. Sederhana Base II C 500 Sederhana Market

13. Sadang Serang Base III C 3 Sadang Serang Street

14. Elang Base IV C 500 Elang Street

15. Buahbatu Base V C 15 Ciwastra Market

16. Antapani Base VI C 32 Cibatu Market

17. Cibaduyut Base VII C 700 Cibaduyut Street

18. Gedebage Base VIII C 2 Gedebage Street (Source: Bandung transportation department, 2017)


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b. Railway station

Bandung has two large railway stations, Bandung and Kiaracondong Stations. Other

smaller stations are Cimindi, Andir, Ciroyom, Cikudapateuh, and Gedebage Stations (only

for freight service). Railway lines connect Bandung to Cianjur, Jakarta, Purwakarta,

Bekasi, Karawang and Cikampek to the west, and Surabaya, Malang, Yogyakarta and Solo

to the east. It is also a major means of transportation for people living in the suburban areas

of Cimahi, Padalarang, Rancaekek, Cicalengka and Cileunyi.

In 2012, Bandung Commuter Train phase-1 was proposed to be built to connect Padalarang,

Cimahi, Bandung and Cicalengka with 13 Trans Metro Bandung bus corridors to serve as

feeders. Phase-2 will connect Cicalengka to Jatinangor. The railway station is where the

train departs or stops to serve up and down passengers and / or unloading of goods and / or

for the purposes of rail operations. Bandung itself has several railway stations under this

project as below

1. Andir Railway Station;

2. Bandung Railway Station;

3. Cikuda Pateuh Railway Station;

4. Cimekar Railway Station;

5. Cimindi Railway Station;

6. Gado Bangkong Railway Station;

7. Gede Bage (Peti Kemas) Railway Station;

8. Kiara Condong Railway Station.

Table II-4: Train traffic in Bandung city

Num 2016

Type of Train Num of Passengers

1 Executive 943.780

2 Business 511.346

3 Economic 103.0467

4 Local 10.891.857

Jumlah 13.377.450

(Source: PT. KAI Operational area 2 Bandung)

https://en.wikipedia.org/wiki/Bandung_Station

https://en.wikipedia.org/wiki/Kiaracondong_Station

https://en.wikipedia.org/wiki/Ciroyom_Station

https://en.wikipedia.org/wiki/Cianjur

https://en.wikipedia.org/wiki/Jakarta

https://en.wikipedia.org/wiki/Purwakarta

https://en.wikipedia.org/wiki/Bekasi

https://en.wikipedia.org/wiki/Karawang

https://en.wikipedia.org/wiki/Cikampek

https://en.wikipedia.org/wiki/Surabaya

https://en.wikipedia.org/wiki/Malang

https://en.wikipedia.org/wiki/Yogyakarta

https://en.wikipedia.org/wiki/Solo,_Central_Java

https://en.wikipedia.org/wiki/Cimahi

https://en.wikipedia.org/wiki/Cimahi


15

Figure II-7: Railway rail route in Bandung metropolitan area

(Source: Spatial plans Bandung 2011-2031)

c. Airport terminals

Bandung city is also connected through an International airport named Husein Sastranegara

Airport with two terminals. The International terminal connects the city to Malaysia,

Singapore, Thailand and Darussalam, whereas the domestic terminal provides linkages to

cities in Indonesia such as Jakarta, Surabaya, Denpasar, Menado, Yogyakarta, Batam,

Mataram, Makassar, Bandar Lampung, Palembang, Pangkalpinang, Semarang, and Medan.

The passengers departing from Husein Sastranegara Airport are 291,820 domestic flight

passengers and 302,182 international flight.

Table II-5: Air traffic by month international flight in Husein Sastranegara Bandung

Num Month

(2016)

Aircraft Passengers

Arrivals Departures Arrivals Departures

1 January 181 182 24659 24558

2 February 170 170 21429 22999

3 March 176 176 23877 25667

4 April 177 177 23308 23814

5 May 172 172 25040 25598

6 June 167 167 20260 21719

7 July 185 185 28050 24435

8 August 169 169 22758 24658

9 September 188 188 24524 25454

10 October 195 195 24718 27247

11 November 185 185 25173 25176

12 Desember 199 199 28024 30857 (Source: Central Bureau of Statistic, 2017)


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II.5 Public transportation system

a. DAMRI

DAMRI or Djawatan Angkoetan Motor Repoeblik Indonesia refers to an Indonesian state-

owned public transit bus company. City-owned buses, called DAMRI, operate on longer

high capacity routes. The same provided connectivity to both intercity provincial (AKAP)

and intra city provincial services (AKDP).

Bandung has 2 intercity bus terminals: Leuwipanjang, serving buses from the west, and

Cicaheum, serving buses from the east. Both are at full capacity and are to be replaced by

a new terminal at Gedebage proposed on 15 hectares (37 acres) land, after which the old

terminals will function as inner-city terminals. The new terminal will be located next to the

Gedebage railway station near of Gedebage container dry port.

Table II-6: The number of public transportation fleet between cities in 2016

Num Station Type Total

1 Leuwipanjang

AKDP

Route 12

Fleet 356

Passengers 8526

AKAP

Route 10

Fleet 291

Passengers 5512

2 Cicaheum

AKDP

Route 12

Fleet 135

Passengers 1366

AKAP

Route 18

Fleet 103

Passengers 1541

Trajectory

Route 2

Fleet 15

Passengers 442 (Source : Bandung Transportation Department, 2017)

Table II-7: Data on the number of fleets and DAMRI bus route services in the city of

Bandung

No Route Name of Route Operation Time Quantity Route Length Rate

Damri

I Cicaheum-Cibereum 05.30-20.00 28 26 5.8

II Ledeng-Leuwi Panjang 05.30-19.00 12 28 5.8

IV Kiaracondong-Ciroyom 06.00-12.00 1 32 -

V Dipatiukur-Leuwi Panjang 05.30-19.00 11 19 5.4

VI Elang-Jatinangor 05.30-19.00 12 54 7.4

VII Dipatiukur-Jatinangor 05.30-19.00 13 46 2.8

VIII Kebon Kelapa-Tanjungsari 04.00-19.00 14 54 4.6

IX Cicaheum-Leuwi Panjang 05.30-21.00 31 23.5 8.4

https://en.wikipedia.org/wiki/Bus


17

No Route Name of Route Operation Time Quantity Route Length Rate

XI Cibiru-Kebon Kelapa 05.30-20.00 12 36 13.6

XIV Kiaracondong-Sarijadi 05.30-18.00 2 30 7.2

XV Alun-Alun Ciburuy 05.30-19.00 17 48 3.8

Mikrobus

Antapani-KPAD 05.30-19.00 12 - 4 (Source : Bandung Transportation Department, 2017)

Figure II-8: Route of DAMRI bus


b. Taxis

Paratransit is a door-to-door public transportation service with passenger vehicles with a

capacity of 5-12 people. Paratransit transport does not have a fixed route set by the local

government, or a fixed schedule such as bus or train service, so that it can be tailored to the

route desired by passengers. Taxis are one of the most desirable modes of transportation in

big cities as an alternative to public transport because of the nature of the service and the

characteristics of the modality are no different from private vehicles. Taxi transport service

is a public transportation service that is not in the route.

Bandung City offers a wide selection of taxis that operate almost in all the centers of

activities, such as hotels, airports, Railway Station, Bus Terminal, Shopping Center, this

makes alternative transportation for migrants and tourists who visit in this city. 10 taxi

companies are listed in the city of Bandung listed can be seen in table II.7 below.


18

Table II-8: Number of taxis in Bandung city

Num Coorporate License Source Total License Factual Number of

Operation

1 Gemah Ripah Bandung Municipality 472 472

2 Kota Kembang Bandung Municipality 261 261

3 Primkopau Bandung Municipality 136 136

4 Blue Bird Bandung Municipality 211 211

5 Putra Bandung Municipality 255 255

6 Cipaganti Bandung Municipality 103 103

7 Rina Rini Bandung Municipality 102 102

8 AA Bandung Municipality 206 156

9 Damai Raya Bandung Municipality 50 50

10 Gemah Ripah West Java Province 41 41

11 Cipaganti West Java Province 69 69

Total 1906 1856 (source: Bandung Transportation Department, 2017)

Figure II-9: Taxi operating in the city of Bandung

(source: www.google.com)

c. Angkot (Paratransit)

Angkot is the best way of transportation for people living in Bandung. A much smaller

version of the bus has a great route that reaches almost all areas of the city and travels

frequently despite not having a definite schedule. Based on data published by Bandung city

government, it is known that Bandung has 39 routes served by 5,521 active vehicles.

Operation Angkot with a maximum capacity of 12 passengers is organized by the local

government in cooperation with the association of Angkot operators. The basic concept is

that the system is implemented by third parties, in which the government plays a role in

granting licenses to companies or individuals based on the eligibility criteria set by the

government.

In 2016 based on data from the Department of Transportation Bandung City there are about

39 transit routes in the city of Bandung, where the trajectory route Abdul Muis - Cicaheum


19

via Binong recorded as a route with the largest number of fleet of 355 fleet while the

trajectory route Cibogo - Eagle is a route with least no 32 fleets. If viewed based on

trajectory distance of the route, Panyileukan Earth - Sekemirung is the longest route

trajectory with a distance of about 24.35 kilometers. More data can be seen in table II.8

below.

Table II-9: Paratransit transportation in Bandung city

Num Fleet Code Route Distance (km) Fleet

1 1A Abdul Muis-Cicaheum Via Binong 16.3 355

2 1B Abdul Muis-Cicaheum Via Aceh 11.55 100

3 2 Abdul Muis-Dago 9.3 271

4 3 Abdul Muis-Ledeng 16 245

5 4 Abdul Muis-Elang 9.75 101

6 5 Cicaheum-Ledeng 14.25 214

7 6 Cicaheum-Ciroyom 17 206

8 7 Cicaheum-Ciwastra-Derwati 17 200

9 8 Cicaheum-Cibaduyut 16.1 150

10 9 Stasiun Hall-Dago 10 52

11 10 Stasiun Hall-Sarijadi 11 150

12 11A Stasiun Hall-Ciumbuleuit-Via Eykman 9.8 53

13 11B Stasiun Hall-Ciumbuleuit-Via Cihampelas 8.3 30

14 12 Stasiun Hall-Gedebage 21 200

15 13 Stasiun Hall-Sarijadi 10.2 80

16 14 Stasiun Hall-Gunung Batu 8.5 53

17 15 Margahayu-Ledeng 19.8 125

18 16 Dago-Riung Bandung 20.6 201

19 17 Pasar Induk Caringin-Dago 19.85 140

20 18 Panghegar Permai-Dipatiukur-Dago 19.35 155

21 19A Ciroyom-Sarijadi Via Sukajadi 11.75 88

22 19B Ciroyom-Sarijadi Via Setrasari 10.75 31

23 20 Ciroyom-Bumi Asri 8.35 115

24 21 Ciroyom-Cikudapateuh 12.9 140

25 22 Sederhana-Cipagalo 16.05 276

26 23 Sederhana-Cijerah 8.9 63

27 24 Sederhana-Cimindi 9 55

28 25 Ciwastra-Ujungberung 13.4 32

29 26 Cisitu-Tegalega 13.95 82

30 27 Cijerah-Ciwastra-Derwati 22.3 200

31 28 Elang-Gedebage-Ujungberung 22.45 115

32 29 Abdul Muis-Mengger 10.55 25

33 30 Cicadas-Elang 18.05 300

34 31 Antapani-Ciroyom 13.7 160

35 32 Cicadas-Cibiru-Panyileukan 13.65 200

36 33 Bumi Panyileukan-Sekemirung 24.35 125

37 34 Sadang Serang-Caringin 18.1 200

38 35 Cibaduyut-Karang Setra 16.6 201

39 36 Cibogo-Elang 7 32 (Source: Bandung Transportation Department, 2017)


20

Figure II-10: Angkot in Bandung City

(Source: www.google.com)

d. Trans Metro Bandung

Trans Metro Bandung is Bus Rapid Transit in Bandung, which was inaugurated on

December 22, 2004. Trans Metro Bandung has operated the first corridor that is corridor

Cibeureum-Cibiru as far as 16 km. There are 16 stops on the Trans Metro Bandung line.

Bus corridor I is just past Jalan By Pass Soekarno Hatta. The bus is also expected to reduce

the number of angkot and congestion solutions in the city of Bandung. TMB is a joint

project between the government of Bandung with Perum II DAMRI Bandung in providing

mass transportation services at low prices, facilities and comfort that is guaranteed and on

time to destination.

Trans Metro Bandung (TMB) is a more convenient bus operated by TMB Technical

Service Unit, also under the supervision of Bandung Transportation Department. It is

equipped with a new vehicle equipped with air condition with a designated bus stop and an

automated ticketing system. TMB has been operating in four corridors with a total of 30

buses currently running. The three TMB corridors are:

a. Cibiru - Cibereum (Corridor 1)

b. Cicaheum - Cibeureum (Corridor 2)

c. Cicaheum - Sarijadi (Corridor 3)

d. Leuwi Panjang - Antapani (Corridor 4)


21

Figure II-11: Route of Trans Metro Bandung


The average length of the TMB route is 13 km, with flat rates divided into two classes,

which is US $ 0.205 per adult and US $ 0.103 per student and is applied to all TMB services

(US $ 1 = IDR 14,599). The rates are very affordable with regard to the services provided.

This is lower than the angkot fare for all but the shortest journey, and hence provides tight

competition angkot operators to attract passengers The Department of Transportation has

provided monthly income data from the period September 2009 to February 2011. TMB's

monthly income averaged 40 million rupiah, which equivalent to 20,000 passengers using

this service every month.


22

Figure II-12: Bus stop Trans Metro Bandung list


e. School bus

School children in the city of Bandung are provided Free School Bus. The school bus is

divided into four corridors, namely Cibiru-Asia Afrika, Antapani-Ledeng, Dago-

Leuwipanjang, and Cibeureum-Cibiru. The Cibiru-Asia Africa, Antapani-Ledeng, Dago-

Leuwipanjang corridors are under the authority of PT TMB pool, while Cibeureum-Cibiru

is in the shade of Prima Lestari. Operation time itself starting at 05:00 to 08:00, 11:00 to

14:00, 16:00 to 19:00 pm. This service is provided for elementary, junior and high school

students with a Student Identity Card.


23

Figure II-13: Route of school bus in Bandung city

(Source: http://www.sekitarbandung.com/2014/10/daftar-rute-jalur-bis-sekolah-gratis-di.html)

Figure II-14: School bus that operated in Bandung city

(Source: www.infobandung.co.id)

f. Bike sharing

Bike sharing in the city of Bandung has been planned and implemented since July 2017.

The provision of a Bike Sharing system in the city of Bandung aims is to provide a more

sustainable and green mode of transportation in the city so as to reduce congestion and

pollution.


24

Figure II-15: Maps for existing bike lane in Bandung (Weningtyas et al, 2016)

From the Figure II.15, existing bike lanes can be divided into 3 segment, segment 1 consists

of Jl. Dipati Ukur, Jl.Panata Yuda, Jl. Layang Pasopati, Jl. Aria Jipang, Jl. Diponegoro.

Segment 2 bike lane consists of Jl. Aceh. Segment 3 consists of Jl. Asia Afrika.

II.6 Master plan of transportation Bandung

It is observed that of 1236 km of road network in the city about 31% of the roads in

Bandung are in poor condition of which only 15% are reparable.

One solution that is currently being explored is to provide representative mass

transportation, and overpass construction in some points, such as Cimindi, Kiaracondong,

and Pasupati. Construction of flyovers (fly-over) or even underpasses is still needed to

reduce congestion. In addition to the future need to further develop the concept of potential

public transportation system such as monorail, tram, or cable car, and so forth. The concept

of developing Mass Rapid Transit (MRT) mode of transportation (monorail) has been in

discussion by the Bandung City Government since 2012. This is marked by the signing of

a joint operation between Vice President of China National Machinery Imp. Exp.

Corperation (CMC) with the President Director of Panghegar. Phase I development is

planned along the banks of the Cikapundung River. The growing use of bicycles to the

workplace (bike to work) is also one of the efforts that must be developed in overcoming

the problem of congestion and also increasing public awareness of environmental issues

that occur today.

The support of bicycle lane and its maintenance in Bandung is a real step in realizing the

use of environmentally friendly transportation mode. Cycling communities should be more


25

appreciated for their positive efforts in promoting this. Development of bicycle as a mode

of transportation should be encouraged in the future, including through the approach (i)

bike to work, (ii) bike to school, (iii) bicycle to lunch (Bike to Lunch), (iv) bike to sharing,

(v) the development of certain days for cycling, and so on. The development of the shuttle

for the city bike 'City Bike Shuttle' also needs to be further improved in the future.

Table II-10: Policy direction for transportation service transportation development

Goal Strategy Policy direction Program

The realization of a

comfortable public

transportation system

and controlling

congestion

Adequate

transportation

infrastructure and

facilities are

available

Improvement of basic

transportation facilities

and infrastructure

Development

program for

transportation

facilities and

infrastructure

Providing proper

terminal facilities

Program for the

construction of

transportation

infrastructure and

facilities

Rehabilitation and

maintenance of

transportation

infrastructure and

facilities

Infrastructure

rehabilitation and

maintenance program

and Road Transport

Traffic facility

Increase the feasibility

of operating a

motorized vehicle

Program to increase

the feasibility of

operating a motorized

vehicle

Development of mass

public transport

systems (rail and non-

rail based)

Transportation

service improvement

program

Controling

congestion aspects

Provides road

completeness facilities

(signs, markers, traffic

lights, road nails and

markers)

Traffic control and

security program

26


Table II-11: The proportion of the budget for each program to improve public transportation of the transportation service

Number Programs Performance Indicator Fund 2014

(US $)

Fund 2015

(US $)

Fund 2016

(US $)

Fund 2017

(US $)

Fund 2018

(US $)

1

Program for the

construction of

transportation

infrastructure and

facilities

Number of infrastructure and

terminal facilities built 287,348 316,083 336,512 370,163 407,179

2

Rehabilitation and

maintenance of road

transport infrastructure

and facilities

Number of functioning facilities

and good conditions 150,695 165,765 171,161 Z 207,105

3 Transportation service

improvement program

Availability of public

transportation system facilities

and infrastructure in accordance

with the city transportation

master plan

1,866,744

22,82,202

(34,249 from

provincial assistance)

24,65,511

(34,249 from

provincial assistance)

27,12,062

(34,249 from

provincial

assistance)

29,83,268

(34,249 from

provincial

assistance)

4

Development program

for transportation

facilities and

infrastructure

There are bus stops built on the

route that public transport has

served on the route

387,013 425,714 457,106 502,816 553,098

6 Traffic control and

security program Average vehicle speed 4,703,062 4,836,403 5,275,133 5,802,646 6,382,910

7

Program to increase the

feasibility of operating a

motorized vehicle

the feasibility of operating a

motorized vehicle 558,257 614,083 664,312 730,743 803,817

Total

Total Budget Amount 9,265,881 10,008,940 10,852,933 11,938,226 13,132,049

27


Table II-12: Vision and Mission of Bandung city in the field of transportation

Mandatory Affairs:

Transportation

1. The concept of a public parking building in each district is dense

2. Busway / Monorail / Tram / Cable Car Concept

3. The concept of "City Bike Shuttle

4. Traffic management concept: 'One-way road'

5. Bike to Work expanded

6. Construction of mixed-use stations / terminals

7. Renovation of the airport as Bandung gate

8. Transfer of Cipularang visitors to non-Pasteur gates. Examples of

numbers that end oddly to Pasteur, which even reach Buahbatu

9. Expansion of the "Car Free Day" area

10. "Wheel Lock" concept and fines for parking violators

(Source: Regional Medium-Term Development Plan for the City of Bandung)

II.7 Transit oriented development

Concerning the development planning of Bandung city with the concept of Live, Work,

and Play (life, Work, and Tourism / entertainment), planning the concept of space structure

of the upcoming Bandung city directed at polycentric patterns. activity Bandung city

community will be served by two service centers in the city square and Gedebage and eight

sub-centers of urban services in each sub-region of the city. Polycentric development is

expected to foster growth the city of Bandung to compact city or city growth is unified and

regular.

Growth starts from the sub-regional centers of the city then spreads to the surrounding area.

The road network serves as a central linking network center of activity and not as the focus

of growth of the region (spatial plan Bandung area 2011-2031). the design of the city that

is most suitable to the polycentric pattern is Transit Oriented Development (TOD). The

scheme of this project will be offered through PPP (Public Private Partnership) scheme by

holding private parties to invest.

Table II-13: TOD location proposal in the Bandung city

No

Proposed of TOD Location

(Transit Oriented

Development)

Justification

1

Integrated Terminal (TOD)

of the Gedebage City Service

Center

• Development plan for the Gedebage City Service Center:

a TOD will be built with an integrated terminal between

heavy rail & Monorail, intercity buses (Inter-City and

Inter-City Within Provinces), and BRT. (Plans in the

Spatial Plan (Regional Spatial Plan 2011-2031);

• In the Gedebage Integrated Area there are residential

areas, offices, education, commercial areas and tourist

areas.

2 TOD in Bandung Railway

Station

• At the location of the Bandung train station there are

residential areas, offices, commercial, hospitality,

education;

• It is a meeting point between heavy rail, BRT and city

transportation (angkot) modes.

28


No


(Transit Oriented

Development)

Justification

3 TOD in Service Sub-Center

of Ujungberung

• At the location of the Service Center of Ujungberung

City, there are residential areas, offices, commercial,

hospitality, education;

• In the plan of the public transport service network, the

Ujungberung City Service Sub-Center is the location for

meeting monorail and BRT public transports;

• Plans in the Bandung City Spatial Plan 2011-2031.

4 TOD in Arcanamik

• In the Arcamanik location there are residential areas,

offices, commercial areas, education;

• In the transport service network plan, Arcamanik is a

meeting location between Monorail and BRT public

transport.

5 TOD di Leuwipanjang

Terminal

• At the Leuwipanjang terminal location there are

residential areas, offices, commercial areas, education;

• On the proposed public transport service network plan,

the Leuwipanjang Terminal service site is a meeting

point between heavy rail and BRT modes.

6 TOD in Service Sub-Center

of Kordon

• At the location of the Kordon City Service Sub-Center

there is an industrial, commercial, educational area;

• In the public transport service network plan, the Kordon

SPK is the location of meetings between heavyrail,

monorail, and BRT public transport.

7 TOD in Cicaheum Terminal

• In the location of the Cicaheum terminal there are

residential, industrial, commercial, educational areas;

• In the proposed public transport service network plan,

CIcaheum Terminal is the location of the meeting

between monorail, BRT and city transportation;

• Plans in the Bandung City 2011-2031 Spatial Plan.

8 TOD in Ledeng Terminal

• At the Ledeng terminal location there are residential,

commercial, educational areas;

• In the public transport service network plan, the

plumbing terminal is the location for meeting monorail

public transport and city transportation;

• Plans in the Bandung City 2011-2031 Spatial Plan.

9 TOD in Martadinata

• In the Martadinata location there are residential areas,

offices, commercial areas, education;

• In the plan of the public transport service network,

Martadinata is a meeting location between monorail and

BRT public transport.

10 TOD in KH 2 Padalarang

• In the KH2 Padalarang location there are residential,

commercial, office, education, industrial areas;

• In the plan of the public transport service network, KH 1

Cimahi is the location of meetings of heavy rail,

monorail and city transportation;

11 TOD in KH 1 Cimahi

• In KH 1 Cimahi there are residential, commercial, office,

education and industrial areas;


Cimahi is the location of meetings of heavy rail,

monorail and city transportation.

12 TOD in KH 2 Soreang • In the KH 2 Soreang location there are residential,

commercial, office, education and industrial areas;

29


No


(Transit Oriented

Development)

Justification


Soreang is the location of meetings of heavy rail,


13 TOD in KH 3

Tanjungsari/Jatinangor

• In the location of KH 3 Tanjungsari / Jatinangor there are

residential, commercial, office, education and industrial

areas;

• On the plan of the public transport service network, KH

3 Tanjungsari / Jatinangor is the location of meetings of

heavy rail, monorail and city transportation.

14 TOD in KH 3 Majalaya

• In KH 3 Majalaya there are residential, commercial,

office, education and industrial areas;


Majalaya is the location of meetings of heavy rail,


(source: Bandung Urban Mobility Plan)

II.8 Road-based transportation

1. Trans Metro Bandung (BRT/TMB)

The purpose of developing Trans Metro Bandung is the creation of urban public transport

that is safe, convenient, easy, on time, affordable tariff with excellent service standards.

The condition of public transportation in the city of Bandung is assessed still not satisfy

the community so that the level of use is far less than the use of motorcycles. From the

result of survey analysis of consultant team, got the result that the average distance traveled

by user of motorcycle user in Bandung city in doing daily activity is 7,89 km with average

travel time 25,54 minutes / trip / day the average cost of travel is US $ 0.76 per day. Bandung

city government plans to provide 13 corridors TMB, namely:

Table II-14: Plan to develop bus corridors in the city of Bandung

Priority Route/Corridor

1 Elang (Cibereum)-Soekarno Hatta-Cibiru

2 Cibereum-Cicaheum

3 Cicaheum-Sarijadi

4* Banjaran-Gedebage-ST Hall

5* Padalarang-Cimahi-Elang-ST Hall

6 Antapani-Laswi-ST Hall

7 Antapani-Laswi-Lingkar Selatan

8* Padalarang-Tol-Terusan Pasteur-Pasteur-Wastukencana-ST Hall

9* Soreang-Kopo-Leuwipanjang-ST Hall

10 Cibaduyut-Tegallega-ST Hall

11 Ledeng-Gegerkalong-Setiabudi-Cihampelas-ST Hall

12 Ujungberung-Cicaheum-Surapati-Dago-ST Hall

13 Caringin-Pasirkoja-Kebonkawung-Pasirkaliki-Sukajadi-Sarijadi

* Trayek AKDP/Perbatasan

30


Figure II-16: Bus route map corridor plan

(Source : Bandung Transportation Department, 2017)

Figure II-17: Bandung Trans Metro bus fleet

(Source: Bandung Urban Mobility Plan)

31


2. School bus

Based on the survey conducted by city government consultant Bandung, about 52% of

people use public transportation for the benefit of education (school and college).

Meanwhile, only 12% of private vehicle users use it for educational purposes.

School pioneering program - one of them - to shorten the distance of students to school.

Thus, students or parents may reduce vehicle use to school. From a study that has been

done by the Directorate General of Transportation Ministry of Transportation, obtained the

characteristic of the prospective users of student transportation in the city of Bandung like

the table below:

Table II-15: Characteristics of school children public transport users

No Characteristic Output

1 Transportation costs to school 72% of students pay for transportation costs of

US $ 6.85 – 17.12 (Rp 2000,000 to 3000,000).

2 Selection of transportation modes for

travel to / from school

52% of students use public transportation to

travel to / from school

3 Journey Characteristic Pre-Transport:

1. Average distance 0-3 km;

2. The average travel time is <15 minutes

3. Average transportation cost of US $ 137

Main Transport:

1. The average distance traveled 7 km;

2. The average travel time is 30-50 minutes

3. Average transportation cost of US $ 205.5

Post Transport:

1. Average distance of 50 m;

2. The average travel time is <10 minutes

3. Average transportation costs do not exist (Source: Bandung Urban Mobility Plan)

From data of school distribution and residential area in bandung city along with pattern of

student movement, suggestion of corridor for school bus in bandung city as follows:

Table II-16: Plan for school bus routes in Bandung

No Corridor Proposed Student General Network Routes

1 North Corridor-Downtown

(Ledeng-Pusat Kota)

Setiabudi-Terminal Ledeng-Sukajadi-Pasirkaliki-

Pajajaran-Cicendo-Kebon Kawung-Astanaanyar-Pasir

Koja

2 North Corridor -Downtoan

(Dago-Pusat Kota)

Terminal Dago-Juanda-Merdeka-Lembong-Lengkong

Besar-Pungkur-Terminal Kebon Kelapa

3 South Corridor -Downtown Kopo-Leuwipanjang-Kopo (Rumah Sakit Immanuel)-

Pasirkoja-Kebon Kelapa;

4 West-East Corridor (Cibiru-

Ujungberung-Djunjunan)

Cibiru-Ujungberung-Cicaheum-Gazibu-Djunjunan

5 East Corridor-Downtown

(Arcamanik-Downtown)

Arcamanik-Antapani-Jakarta street-Supratman-

Martadinata (Riau)-Merdeka street-Wastukencana-

Cicendo-Kebonkawung

6 East Corridor-Downtown

(Soekarno Hatta-Gedebage-

Cibiru-Soekarno Hatta-Gedebage-Derwati-Margacinta-

Kordon-Terusan Kiaracondong-Soekarno Hatta-Buahbatu-

Karapitan-Asia Afrika

32


No Corridor Proposed Student General Network Routes

Derwati-Kordon-Buahbatu-

Downtown)

7 East Corridor – West

Corridor (Cibiru-Cibereum)

Cibiru- Soekarno Hatta-Cibeureum

8 Circle Corridor Bandung Peta-BKR-Pelajar Pejuang 45-Laswi-Martadinata-

Merdeka-Wastukencana-Pajajaran-Cicendo-

Kebonkawung-Pasirkaliki-Pajajaran-Abdul Rahman

Saleh-Garuda-Sudirman-Jamika. (Source: Bandung Urban Mobilty Plan)

The users of these school bus services are elementary school students (SD) and equivalent,

junior high school (SMP) and equivalent, as well as high school (SMA) and vocational

high school (SMK) or the equivalent. Therefore, the city government of Bandung provides

a large bus with a capacity of 70 people (30 sit, 40 stands). According to school time, the

school bus operation schedule is divided into three shifts:

1. Shift 1 (morning) 05.00 am – 07.30 am

2. Shift 2 (noon) 11.00 am – 02.00 pm

3. Shift 3 (afternoon) 04.00 pm- 06.30 pm

Figure II-18: School bus corridor route 1

(Source: Bandung Urban Mobilty Plan)

33


Figure II-19: School bus corridor route 2


3. Tourism bus

Based on the survey, it turns out 61% of migrants to the city of Bandung are tourists who

come for nature tour while shopping or culinary tour. Their interests are certainly different

from the immigrants who make a business visit or just a family visit. Currently, because

the transportation system of Bandung city has not accommodated specifically the vehicle

tours, private vehicles are still dominant (54%) became the main mode of choice of visitors

to the city of Bandung.

Procurement of tour bus aims to provide comfort, security, and convenience to tourists

while traveling in the city of Bandung. Thus, the tour will not use private vehicles or other

public vehicles so that the level of traffic density will be reduced. In addition, the existence

of the tour bus will also be the main attraction and become an icon of the city of Bandung

and in turn will increase the local revenue from the tourism sector. "BANDROS" is a two-

story medium-sized bus with 24 seat capacity to provide comfort to passengers. Despite

limited capacity, developed countries that have had a positive impact from the City tour on

bus.

34


Figure II-20: Tourism bus fleet “Bandros”


Route 1:

TSM– Jln. Gatot Subroto – Jln. Pelajar Pejuang – Jln. Talaga Bodas – Jln. Burangrang –

Jln. Gatot Subroto – Jln. Asia Afrika – Jln. Banceuy – Jln. Naripan – Braga – Jln. Suniaraja

– Jln. Perintis Kemerdekaan – Jln. Wastukencana – Jln. R.E. Martadinata – Jln. Ir. H.

Juanda – Jln. Dipenogoro – Jln. Citarum – Jln. R.E. Martadinata – Jln. Laswi – Jln. Gatot

Subroto - TSM

1. Waiting time each bus stop/shelter 5 minutes

2. Travel time ± 91 menit (based on traffic)

3. Route length 13,7 km

Figure II-21: Tourism bus corridor route1


35


Route 2:

BTC – Jln. Dr. Djunjunan – Jln. Sukajadi – Jln. Setiabudi – Jln. Cihampelas –Pasopati –

Jln. Surapati – Jln. Dipenogoro – Jln. Cimandiri – Jln. Ciliwung – Jln. R.E. Martadinatha

– Jln. Merdeka – Jln. Perintis Kemerdekaan – Jln. Suniaraja – Jln. Otto Iskandardinata –

Jln. Stasiun Timur – Pascal Hypersquare – Jln. Pasirkaliki - Jln. Dr Djunjunan - BTC

1. Waiting time each bus stop/shelter 5 minutes

2. Travel time ± 120 menit (based on traffic)

3. Route length 19,11 km

Figure II-22: Tourism bus corridor route 2


II.9 Skywalk

The city government of Bandung plans the construction of skywalk, in addition to the

improvement of the sidewalks included in the green transport program (green transport).

Pedestrian paths, in urban contexts, are pedestrian-specific spaces that serve as a means of

attainment and may protect pedestrians from dangers coming from motor vehicles. In

Indonesia, this pedestrian path is better known as a sidewalk, which means a 1.5 to 2-meter-

wide path along the public road.

Cihampelas Skywalk is a street that has been built on the road (skywalk) located at

Cihampelas street. The main purpose for this program is to provide a special place for

walking and shopping in Cihampelas. In this case, the street vendor and pedestrian on

Cihampelas street will be moved to the skywalk in order to decrease traffic jam and conflict

between pedestrian and vehicle on Cihampelas street.

36


Figure II-23: Route plan sky walk


The investment value for the construction of pedestrian facilities is still under review. As a

reference is the budget estimate of the feasibility study results for the Kiaracondong

skywalk project - Kebon Kawung station conducted by the consultant. Skywalk

development budget is estimated at US $ 20.55 Million

Figure II-24: One example of the design of sky walk in urban areas


37


II.10 Bike sharing

Bandung city government has launched several programs to restore cycling culture to the

community, which is to build a special bicycle path, the implementation of car free day (the

area without a motor vehicle), and bike sharing program. However, the traffic problems of

today's city of Bandung make an effort to restore a cycling culture that should easily

become no easy anymore. The development of bicycle and bike sharing facilities aims to

restore cycling culture in Bandung city community. Thus, the green transport system

(integrated transport) with the development of the city TOD design will soon be realized.

In addition to the construction of bicycle lanes, other programs also developed are bike

sharing. The bike-sharing program is the provision of bicycles as a cheap means of

transportation within the city that also feeds citizens to other public transportation places.

Therefore, this bike-sharing station is placed in bulk transportation points such as bus

terminals and train stations. The program has actually started in 2012 with the provision of

150 bicycles that can be rented at US $ 0.205 in 12 station in the area of Buah Batu and

Dago.

Figure II-25: Bicycle lane plans in Bandung city

(Source: Researched by Banopolis)

The implementation of bike-share system in Bandung planned to be divided into three

phases. Each phase covers strategic points such as schools and universities, commercial

areas, office areas, public areas, and residential areas. Developing Bandung Bike-share

cannot be done simultaneously in all potential areas. The development should also consider

available resources. There are three phases of Bandung Bike-share program in 15 years

development.

38


1st Phase: This is done from the beginning until the first year of the program. The amounts

of stations that will be built are 100 stations, which are 60 stations in the beginning and 40

stations in the next year. These stations will be spread out in the primary center of Bandung

City, which covers Bojonegara and Cibeunying Development Area.

Figure II-26: Potential area of Bandung Bike-share development


Figure II-27: The 1st phase of Bandung Bike-share development


39


II.11 Rail-based transportation

1. Light Rail Transit (LRT)/Monorail

The city government of Bandung is preparing two corridors of Mono Rail i.e. Corridor 1

and 2 as a CBD corridor.

The monorail in the city of Bandung will have a train with speeds ranging at 60 km/hour.

Based on several studies, the estimated potential of monorail passengers in Bandung city

in the first year of operation (in 2019) ranged from 9.975 to 33.581 passengers per day.

Two monorail corridors will be prepared to serve people who enter or exit the city center.

The corridor 1 corridor will serve the movement in the north-south corridor of Bandung

starting from the Soekarno-Hatta road (bypass) to the vicinity of Sasana Budaya Ganesha

(SABUGA) ITB with a track length of about 10.147 km. In this corridor is planned there

are 16 stations.

Figure II-28: Route light rail transit Bandung corridor 1


40


Figure II-29: Route light rail transit Bandung corridor 2


Table II-17: Recapitulation of Bandung monorail infrastructure development costs

Num Job Description Cost (US $)

Corridor 1 Corridor 2

1 Technical Design and

Supervision 10,92,413 21,61,777

2 Preparation of

Railroad Construction 67,12,416 1,36,52,095

3 Monorail Line

Construction 6,71,24,156 13,65,20,952

4 End Station

Development 60,32,400 61,08,815

5 Middle Station

Development 69,09,840 75,97,484

6 Start Station

Development 1,05,56,699 3,21,43,204

7 Depot Development 3,76,73,813 3,76,73,813

8 Signal and

Telecommunications

Work 57,03,360 75,97,484

9 Land acquisition 1,25,851 1,70,651

Total 1,41,93,09,54 24,36,39,975

Tax 10% 1,41,93,095 2,43,63,998

Total + Tax 15,61,24,050 26,80,03,973

2. Cable car

One solution of traffic congestion in the city of Bandung, which has many benefits, is cable

car. Cable cars can overcome traffic congestion because its use will reduce the use of roads

41


by residents and tourists. Currently, people in the city of Bandung have no alternative

transportation other than land transportation mode.

Figure II-30: Example of cable car in Australia


Cable transportation mode or cable car can be the right solution. in addition to the reasons

to reduce traffic congestion, the cable car also has many benefits for its users, namely:

environmentally friendly, safe, convenient, fast, timely, affordable, high level of safety and

has a large carrying capacity. Related to the concept of urban development with TOD

(Transit Oriented Development), the cable car is also quite feasible because it can connect

the points of activity center location in the city of Bandung and can integrate (feeder) with

the existing transportation system. This mode of transportation is also environmentally

friendly because it uses electricity so as not to emit exhaust emissions and not noisy.

Table II-18: Cable car specifications and investment costs

Description (Technical Data)

1 Distance Power Consumption at Full Load ± 1,8 Megawatt

2 Number of tower/poles 48

3 Speed 20-40 km/hour

4 Interval between cabins 50 m

5 Passenger per cabin 10

6 System capacity 3600 pphpd (People per hour per direction)

7 Time to ride in minutes 36

Investment (US $ Millions)

1 Import component

2 Cable car system 93.3

3 Stations 0.86

4 Civil construction 5.14

5 Land lease for first 5 years (total 25 years lease)

6 10 Stations 1.7

7 50 Poles 1.7

8 CSR Program 1.37

9 Planning, Design, Engineering, Supervision 2.46

10 Permit and Licenses 2.46

11 Other 2.46

42


12 Total 111.5

Note: Cable car system = US $ 10 million per km (1 US $ = Rp 14,599)

Observations or surveys were conducted on 3 cable car trails consisting of trace 1 (Red

Line), trace 2 (Green Line), and trace 3 (Blue Line). This survey corridor is determined

based on the development plan of urban mass transportation network of Bandung and

surrounding areas that coincide with the network of road infrastructure that connects the

tourist destinations in the city of Bandung.

Figure II-31: Cable car route plan in Bandung city


The project is implemented under a PPP (Public Private Partnership) scheme or

government-private partnership with a BOOT (Built Own Operate Transfer) model of

support and government guarantees will be prepared as a form of government support in

this development.

II.12 Park and ride

The explosion in the number of vehicles in the city of Bandung brings additional problems

that make the transportation system increasingly chaotic. The explosion of the number of

vehicles caused the available parking facilities could no longer accommodate the vehicles

used by citizens and immigrants. Consequently, more and more parking appears in the

street body (on street parking). Based on existing data, parking on the road has cut about

37.6% of the installed capacity of road network in Bandung.

The area of the road network was reduced to 1.5% from 3-4% of the city area. In fact, the

ideal area of the road network is a minimum of 10% of the city area. Off street parking

43


system aims to restore the function of the road so there is no blockage in the road segment.

Thus, the level of traffic congestion can be reduced. In addition, off street parking system

can also curb the illegal parking which will have an impact on increasing the original

opinion of the area from parking.

Figure II-32: Map of the park and ride location plan for the city of Bandung

(source: Bandung Urban Mobility Plan)

Figure II-33: Example of a parking building used in the city center


44


SUTI DATA COLLECTION

Data collection approach for SUTI

A brief explanation of data collection approaches, officials met, main sources of

information, preliminary survey, interpretation, aggregation of data, panel of experts and

city officials concurring with the input data on various indicators challenges faced and how

they were overcome is being presented in the chapter.

Data collection for SUTI for Bandung city can be considered easily obtained since almost

all the data are available and had an easy access. Bandung Transportation Agency (BTA)

played a major role in providing the data since almost the data are majorly related to public

transport which are under the authority of BTA. Bandung city are also very active in

assessing the existing public transport condition and is eagerly and ambitious to develop a

better public transportation system while also considering more on environmental issues.

In 2017, Bandung city along with the Vital Strategies, NACTO and Bloomberg

Philanthropies Initiative for Global Road Safety has managed to create Bandung Road

Safety Annual Report. Bandung also had a study for traffic and public condition in BLCMP

project with SYSTRA. Other data needed for SUTI assessments are available and provided

by the city’s agencies.

On obtaining the data for SUTI no surveys are needed since almost the data can be obtained

and updated to the latest year data.

Table III-1: Ten indicators of Sustainable Urban Transport Index

No Indicators Data

Sources Officals source

1

The extent to which transport plans cover public

transport, intermodal facilities and infrastructure

for active modes

Masterplan Report, RPJMD

bandung City, Urban Mobility

Report

BTA

2 Modal share of active and public transport in

commuting BLCMP Report BTA

3 Convenient access to public transport service Bandung in Figures Report

Bandung

Bureau of

Statistic

4 Public transport quality and reliability Survey conducted by BTA BTA

5 Traffic fatalities per 100,000 inhabitants Bandung Road Safety Annual

Report BTA

6 Affordability – travel costs as part of income Survey conductedby BTA BTA

7 Operational costs of the public transport system Data PT companies BTA

8 Investment in public transportation systems Data provided by BTA BTA

9 Air quality (PM10) Data provided by Bandung

Environmental Agency BEA

10 Greenhouse gas emissions from transport Data provided by Bandung

Environmental Agency BEA

45


SUTI

IV.1 Sustainable Urban Transportation Index

Sustainable Urban Transport Index (SUTI) is a framework of indicators for the assessment

of urban transport systems and services in a city. The Sustainable Urban Transport Index

(SUTI) has been developed by UN ESCAP to help

summarize, track and compare the performance of Asian cities with regard to sustainable

urban transport and the related Sustainable Development Goals (SDGs).

The following table lists the 10 indicators, measurement units and normalization range.

The indicators and SUTI can help summarize, track and compare state of urban transport

performance in a city. SUTI can serve as a useful tool for cities to assess the achievement

of the SDG 11, more specifically target 11.2 and implementation of the New Urban

Agenda.

Table IV-1: Ten indicators for Sustainable Urban Transport Index

No Indicators Measurement

units

1 The extent to which transport plans cover public transport,

intermodal facilities and infrastructure for active modes 0 - 16 scale

2 Modal share of active and public transport in commuting Trips/mode share

3 Convenient access to public transport service Perecentage of population

4 Public transport quality and reliability Percentage satisfied

5 Traffic fatalities per 100,000 inhabitants Number of fatalities

6 Affordability – travel costs as part of income Per cent of income

7 Operational costs of the public transport system Cost recovery ratio

8 Investment in public transportation systems Percentage of total

investment

9 Air quality (PM10) μg/m3

10 Greenhouse gas emissions from transport CO2 Eq. Tons/capita/year (Source: SUTI data collection guideline, 2017)

Only one data value per indicator is needed to calculate SUTI. However, more data need

to be collected and entered in the data sheet to derive each SUTI indicator value, as

explained later. Entering data for all ten indicators will calculate SUTI and enable a

sustainability-based review of the performance of the city’s transport systems and policies,

as well as comparisons with other cities. It is important that each city collects data for the

same ten indicators and seeks to follow the same procedure as described in this guideline

to enhance comparability of results across cities.

IV.2 Data collection for each SUTI indicators in Bandung city

SUTI project has been implemented in the city of Jakarta in 2017, after seeing the project

prospect is successful then proceed to other big cities in Indonesia. The city that became

the next pilot in the application of each indicator of the SUTI program that is, the city of

46


Bandung and the city of Surabaya. Here are the data from 10 indicators SUTI that have

been collected in Bandung;

Indicator 1: Extent to which transport plans cover public transport,

intermodal facilities and infrastructure for active modes

This indicator must be produced by undertaking a manual document review of the City’s most

recent transport plan and score it with a set of criteria defined for this indicator. This review

involves designating an expert or a small expert team to read and score the plan according to

the criteria.

Time, manpower and independence, should be secured for this process.

Is City’s most recent (<10

years) transport plan

available? If yes when was

it prepared/approved?

Year: 2013-2018

Title of the document:

1. Medium-Term Development Plan 2013-2018

2. Bandung Urban Mobility Plan 2031

3. The Strategic Plan of The Transportation department Of

Bandung City 2013-2018

Expert (s) reviewing the

document (Name,

Designation & affiliation)

i. Widyarini Weningtyas, ITB, Urban Transport Expert

_______________________________________

ii. Didi Ruswandi, Bandung Transportation Agency.

Indicator 2: Modal share of active and public transport in commuting

This ‘modal share’ indicator is of interest in many cities, but definitions vary, and data can be a

problem. In case no data exist, or existing ones are outdated (e.g. 10 years old or more) the city

will need to derive new data on transport volumes (trips) per mode. This may involve conducting

some form of a travel survey, or using other methods, as described in section 3.2. This can be a

major task

Commuting trips using active and public travel modes: using a travel mode to and from work and

education other than a personal motorized vehicle

A. Active Modes: ‘Active transport’ means cycling and walking.

We need to include share of cycle rickshaws as part of cycle and mention the share separately in a

foot note.

Public transport: Includes public bus, BRT, tram, rail, scheduled ferry.

Please mention share Informal Public Transport & para transit separately in a foot note. These may

include taxi or unofficial motorized para-transit (auto-rickshaw, mini-bus, tuk-tuk, etc. as well as

school bus and company bus).

Is mode share data

(<10 years) available?

Year: 2017

Title of the study: Mode Share Study

Modes included:

1. Scheduled bus and minibus (DAMRI & TMB)

2. Angkot

3. Taxi

4. Passenger Car

5. Bus (recreational)

6. Motorcycle

7. Truck

Please indicate status

of data collection & the

strategy you are

planning to adopt.

The result of share mode is obtained in the process of transportation

modeling approach using split mode function using the Stated

Preference survey to 800 respondents on weekdays and 400 respondents

on weekends, total are 1200 respondents. The following flow chart

shows the approximate demand approach and the vehicle modal

separation process considered in the model:

47


Result:

Table of proportion of public transport users (weekday)

PURPOSE

COMMUTING

(WORK AND

EDUCATION)

MODE # Subtotals

a. Scheduled bus and minibus 12380

b. Angkot 36825

c. Taxi 495

d. Public transport (a+b+c+d) 49700

e. Passenger car 122254

f. Bus (Recreational) 6822

g. Motorcycle 130241

h. Truck 390

i. Individual motorized (e+f+g+h) 259707

j. Total (d+i) 309407

k. Public (d) 49700

l. Modal share of active and

public transport (k/l * 100) 16.06

(Source: mode share study, 2017)

Table of proportion of public transport users (weekend)

PURPOSE

COMMUTING

(WORK AND

EDUCATION)

MODE # Subtotals

a. Scheduled bus and minibus 14780

b. Angkot 48773

c. Taxi 195

d. Public transport (a+b+c+d) 63748

e. Passenger car 99801

f. Bus (Recreational) 5742

g. Motorcycle 112289

h. Truck 350

i. Individual motorized (e+f+g+h) 218182

j. Total (d+i) 281930

k. Public (d) 63748

l. Modal share of active and

public transport (k/l * 100) 22.61

(Source: mode share study, 2017)

48


Indicator 3: Convenient access to public transport service

This indicator requires the combination of data for the density and frequency of the public transport

(PT) service network, and data for the number of citizens living in 500 m buffer zones of main

nodes in the network. There are different methods to estimate these data as described in section 3.3

but it may require some effort to derive data both for PT frequency and population inside the buffer

zones.

Proportion (percentage) of the population that has convenient access to public transport,

defined as living 500 meters or less from a public transport stop with minimum 20-minute

service.

Public transport is a shared passenger transport service available to the general public, excluding

taxis, car pools, hired buses and para-transit (same delimitation as used for public transport in

indicator 2. Active transport is not included here)

We need:

1. Population density map

2. Bus Flow Map (No of bus trips/hour on the link)

Do we have a population

density map readily available

for smallest spatial unit

feasible (ward/zone/..)?

Create a population density based on population by ward/zone

data.

1. Data on the population of the city of Bandung per district in

2016 was obtained from the statistics center of the city of

Bandung.

2. Data on the location of public transport stations and terminals

is obtained from the transportation department of the city of

Bandung.

Road Network Map Using Google Earth Pro

Bus Route Network &

Bus Frequency

• Obtain bus route network from Bus Operators

• Obtain bus route wise frequency from Bus Operators

(Hourly/daily)

• Generate a bus flow map (buses/per hour per direction)

• Select network with 3 or more buses per hour frequency (SN)

• Draw a buffer of 500 meters

Estimation of area and

population with PT access

• Estimate area under each density block

• Estimate total population under influence of SN

Please provide status

1. Density map available?

2. Route maps available?

1. Available

2. Available

Strategy & Status

The process carried out in obtaining convenient in accessing the

location of public transport data, namely first mapping the

number of sub-district-based population in the city of Bandung

and looking for points of location of terminals and stations

scattered in the city of Bandung using ArcGIS software. At this

stage buffer zones will be created in each station and bus stop

covering an area of 500 m and then calculate the area based on

the sub district that enters the buffer zone. After obtaining the sub

district area that is included in the buffer zone, multiplied by the

number of population in each of these sub-districts, the

population can access public transportation.

49


Density Maps of Bandung city

Location terminal and station public transport in Bandung city

50


Buffer zone 500 m each transit area

Indicator 4: Public transport quality and reliability

This indicator is based on measuring the satisfaction of Public Transport users with the quality

and reliability of public transport service. Any existing survey results may need to be updated,

adjusted or re-interpreted to match the format defined in this guidance. If no survey exists, a

basic survey has to be prepared and conducted within a short time.

The degree to which passengers of the public transport system are satisfied with the

quality of service while using the different modes of public transport

This involves some practical survey work

How satisfied are you with:

• Frequency of the service

• Punctuality (delay)

• Comfort and cleanliness of vehicles

• Safety of vehicles

• Convenience of stops/stations

• Availability of information

• Personnel courtesy

• Fare level

Sample size 250-300 is desirable. Ensure gender and age group representation (at least 30%

women).

Is there any survey available to

measure user satisfaction?

If not what is the plan for carrying

out a survey?

Survey data conducted to measure customer satisfaction

of public transportation has been carried out by the

transportation agency of the city of Bandung.

Status of data collection The data used was obtained from the transportation

service of the city of Bandung, which has conducted a

51


survey of satisfaction of Trans Metro Bandung bus

transportation users in the fourth quarter of the second

semester of 2017.

Table 1 shows that in public, people who use the Trans Metro Bandung (TMB) Bus, which is

managed by the Transport Technical Implementation Unit, are very satisfied with the Public

services provided by the Transportation Technical Implementation Unit of the Transportation

Department of Bandung City with a satisfaction index value of 88.03. There are four types of

public service attributes that have a below average satisfaction index, namely Service

Procedures, Personnel courtesy and Availability of information.

Table IV-2: Comparison of CSI Public Services in the Pertma Quarter with the Second

in the Transportation Technical Implementation Unit of the Bandung City

Transportation Agency

Num Attibutes CS Index Tri

Mester One

CS Index

Tri Mester

Two

Result

1 Frequency of the service 86,92 88,02 Very Satisfied

2 Service (include comfort, cleanlines,

safety, and convenience) 82,54 84,64 Very Satisfied

3 Time of Service 89,29 92,84 Very Satisfied

4 Fare level 92,94 93,02 Very Satisfied

5 Physical Facilities 88,83 88,73 Very Satisfied

6 Punctuality (delay) 82,47 82,37 Very Satisfied

7 Personnel courtesy 87,5 87,40 Very Satisfied

8 Availability of information 87,46 87,36 Very Satisfied

9 Complain Service 87,96 87,86 Very Satisfied

Average 87,32 88,03 Very Satisfied

(Source: Results of Analysis, Quarter II of 2018)

Indicator 5: Traffic fatalities per 100.000 inhabitants

Traffic fatality numbers are available with City Traffic Police. That is probably most

comprehensive secondary data source. Data can usually be found in official statistics or hospital

records.

Fatalities in traffic (road,

rail, etc.) in the urban areas

per 100000 inhabitants. As

defined by the WHO, a death

counts as related to a traffic

accident if it occurs within 30

days after the accident.

What is the definition adopted

by the city police?

Definition of fatality (as per local police):

The definition of fatality level in terms of the Bandung local

police is the number of accidents that occur, and is weighted

based on the level of accidents namely minor injuries, serious

injuries and death.

Please collect time series data

(5 years)

The number of accidents in the city of Bandung

Years Number of Events

Total Minor Injured Seriously Injured Deads

2013 893 32 125 1050

2014 808 17 124 949

2015 801 10 100 911

2016 779 19 84 882

Average 820.25 19.5 108.25 948

(Source: Bandung Road Safety Annual Report, 2016)

52


Strategy adopted & Status The following data is obtained from the 2015-2016 Bandung

Road Safety Annual Report project undertaken by Bloomberg in

collaboration with relevant agencies, namely the police, hospitals

and jasa raharja insurance. The data obtained is only the last four

years that became the basis of this project and it can be seen that

the trend in the number of accidents has decreased every year.

• Police Crash Reports by using Integrated Road Safety

Management System (IRSMS)

• Hospital Road Injury Records in 8 hospitals that have

electronic medical records by filtering the export data

according to require data

• Insurance Data by Jasa Raharja for validating the both data

sources

Indicator 6: Affordability – travel costs as part of income

The indicator needs data on costs for a monthly pass or similar to the PT network as well as

statistical data on income for segments of the population.

Cost of a monthly network-wide public transport ticket covering all main modes in the city,

compared to mean monthly income for the poorest quartile of the population of the city.

Data on:

1. Is there household

income available from

other surveys (recent)?

In a wide view, most people in Bandung spend around US $ 68.5

to US $ 137 a month on transportation. The people included in this

group account for 34% of the total population. Combined with

groups of people who spend less than US $ 68.5 a month, there are

57% of people who spend less than US $ 137 for transportation on

a monthly basis. Most likely these groups consist of people who

use motorbikes or public transport as their daily mode of

transportation. In fact, the rest (43%) are people who use cars

regularly. Detailed information can be seen in the picture below.

Monthly transportation cost in 2013

(Source: Bandung Urban Mobility Project, 2014)

2. Transit Riders Survey A quick survey along with PT quality assessment survey may be

undertaken (Survey format is attached – Annexure 1). Percentage

income directly obtained from PT User.

3. Minimum wage-based

assessment

The minimum income set by the Bandung city government

through a circular amount of UMR is Rp. 3,091,345.56 or US $

213.46.

53


4. Obtain average Trip

length and fare for

average trip

In terms of costs, public transport rates are very similar to the

amount of money spent on motorbike fuel. Based on previous

research, it is known that public transport passengers spend an

average of US $ 0.9 per day to get to their destinations back and

forth, only slightly more expensive than the average cost of using

a motorcycle (US $ 0.76/ day). Cars are the most expensive mode

of transportation, where users have to spend an average of US $

2.1 / day with a little competitive advantage from the cost aspect,

public transport operators find it difficult to convince people to use

their services rather than riding their own motorbikes.

Strategy adopted and Status

of data collection

The strategy used in collecting data was obtained in the Bandung

Low Carbon Mobility Plan and Bandung Urban Mobility Plan

project surveys.

Indicator 7: Operational costs of the public transport system

This indicator needs to be derived from the accounting reports and data of public transport

companies. It will likely be necessary for some cities to consult public PT authority or company

or individual operators to request the data.

1. Account statement/

Audited Balance

sheet for public

companies

Yes

2. Survey of operators Trans Metro Vehicle Operating Costs Bandung

Koridor Fleets Distance

(km) Rit

Per Km Cost Per

Vehicle

TMB K 1 8 21 8 US $ 0.454

TMB K 2 9 12 8 US $ 0.584

TMB K 3 9 11 8 US $ 0.648

TMB K 4 9 10 8 US $ 0.466

Monthly Income Trans Metro Bandung Every Corridor

Num Month Corridor I Corridor II Corridor III Corridor IV

1 January 6431 5437 1503 860

2 February 5954 5550 1866 665

3 March 1706 2890 1032 711

4 April 1369 2176 1187 1246

5 May 2689 1693 1097 946

6 June 2438 2506 1632 1461

Monthly average 3431 3375 1386 981

(Source: Transportation department Bandung city, 2018)

Strategy adopted &

Status of data collection

Data is the result of Trans Metro Bandung bus revenue which is

recorded every month during 2018 carried out by the transportation

department of Bandung city and data on vehicle operating costs

calculation.

Indicator 8: Investment in public transportation systems

The indicator uses data from public accounts of investments and spending. Some but unknown

effort. (5-year data to be averaged)

54


i. Investments in bus procurement

ii. Investments in bus infrastructure development (Workshop, Depot, terminal, bus stops)

iii. Investments in ITS (PIS, Vehicle Monitoring, Fare Collection equipment & infrastructure)

iv. Investments in Bicycle & Pedestrian infrastructure

v. Invested in infrastructure for public transport

- How many buses have been added in the city by public /private agencies during past five

years: 58 fleets buses

- How many depots have been developed by public /private agencies during past five years?

and what is the unit cost? : 2 depots, Gedebage Depots and Kebon Kawung Depots

- How many workshops have been developed by public /private agencies during past five

years? and what is the unit cost? : 2 workshops

- How many terminals have been developed by public /private agencies during past five years?

and what is the unit cost? : 18 terminals

- How many bus stops have been developed by public /private agencies during past five years?

and what is the unit cost? : 97 bus stops

Status/ strategy The data obtained is the data of the transportation agency budget of the city

of Bandung, which is the last 5 years data.

Result be provided as below

55


Table IV-3: Budgeting in Bandung Transportation Agency

Number Programs Performance Indicator Fund 2014

(US $)

Fund 2015

(US $)

Fund 2016

(US $)

Fund 2017

(US $)

Fund

2018

(US $)

1

Program for the construction of

transportation infrastructure and

facilities

Number of infrastructure and terminal

facilities built 287,348 316,083 336,512 370,163 407,179

2

Rehabilitation and maintenance of

road transport infrastructure and

facilities

Number of functioning facilities and good

conditions 150,695 165,765 171,161 188,278 207,105

3 Transportation service

improvement program

Availability of public transportation

system facilities and infrastructure in

accordance with the city transportation

master plan

1,866,744

22,82,202

(34,249 from

provincial

assistance)

24,65,511

(34,249 from

provincial

assistance)

27,12,062

(34,249 from

provincial

assistance)

29,83,268

(34,249

from

provincial

assistance)

4

Development program for

transportation facilities and

infrastructure

There are bus stops built on the route that

public transport has served on the route 387,013 425,714 457,106 502,816 553,098

6 Traffic control and security

program Average vehicle speed 4,703,062 4,836,403 5,275,133 5,802,646 6,382,910

7 Program to increase the feasibility

of operating a motorized vehicle

the feasibility of operating a motorized

vehicle 558,257 614,083 664,312 730,743 803,817

Total

Total Budget Amount 9,265,881 10,008,940 10,852,933 11,938,226 13,132,049

(Source: Transportation Agency of Bandung City, 2018)

56


Indicator 9: Air quality (pm10)

The indicator use is population weighted air quality monitoring data reported to national agency

or WHO. May need conversion from PM2.5 data if PM10 not available. Should require limited

effort.

1. Are there Air Quality

Monitoring Systems set up in

the city?

Yes

If Yes, How many stations? There are 4 stations

Bandung city have air quality monitoring tools and spread

across in four points. The four stations are located in Dago,

Padjajaran, Ujungberung and Gedebage areas. Measurement

of ambient air quality using the Permanent Monitoring

Station (Fixed Station) is carried out continuously for 24

hours a day, 7 days a week.

What is being monitored? PM10 and PM 2.5

Remarks / Status Requests for data have been submitted to the Department of

Environment and Hygiene of the city of Bandung. Data

status is still awaiting information from the agency regarding

when to collect data.

This data was obtained in 2017-2018

Result: Air Pollutant Standard Index is a number that does not have a unit that describes the

condition of ambient air quality at a particular location and time, which is based on the impact on

human health, aesthetic values and other living things.

Air content measurement results in the city of Bandung

Num Month

(2017)

Location

Dago Pakar

(PM10 g/m³)

Pajajaran

(PM10 g/m³)

Gedebage

(PM10 g/m³)

Ujung Berung

(PM10 g/m³)

1 January 100 50 100 100

2 February 100 100 100 100

3 March 100 100 100 100

4 April 100 100 100 100

5 May 100 50 50 100

6 June 100 50 50 100

7 July 100 50 50 50

8 August 100 50 50 50

9 September 50 100 50 50

10 October 50 100 50 50

11 November 50 50 50 50

12 December 100 50 50 50

Num Month

(2018)

Location

Dago Pakar

(PM10 g/m³)

Pajajaran

(PM10 g/m³)

Gedebage

(PM10 g/m³)

Ujung Berung

(PM10 g/m³)

1 January 50 50 50 50

2 February 50 50 50 100

3 March 50 50 50 100

4 April 50 50 50 100

5 May 50 50 50 100

6 June 50 50 50 100

7 July 50 50 50 100

8 August 50 50 50 100 (Source: Bandung Environmental Agency)

57


Indicator 10: GHG emissions from transport

GHG emissions

Is an account or estimate of the

emissions of CO2 from

transport in the city is

available?

Yes

If Yes, Data Source: Dinas Lingkungan Hidup dan Kebersihan

kota Bandung

Reference Year: 2017

If not, a figure

has to be calculated using one

of the following methods:

1. Modes (i) X daily trip length

X emission factors (i)

2. indirectly from gasoline and

diesel sales. Petrol

consumed x emission factor

+ Diesel consumption x

emission factor

i. Is data on mode wise total trips and trip length available both

for passenger and goods vehicles?

Some indication of vintage information to indicate

technology and mix of vehicles by fuel type would be

required.

Is such data available? Yes/No

ii. Is data on sale of petrol and diesel available? Yes/No

Any reasonable estimate on consumption of the same within

and outside is feasible? Yes/No

How is city collecting data?

What is the status?

This data is the data resulting from the sale of fuel oil,

especially in the use of the transportation sector through public

fueling stations scattered throughout the city of Bandung.

Data status is currently in the process of submitting

applications to related agencies and just waiting for further

information.

Greenhouse gas emissions for each vehicle

Type of Vehicle CO2 Gg/ Year CO2 Ton/ Year

Bus 281.92 281920

Passengers Cars 356.90 356900

Motorcycle 305.47 305470

Minibus 228.13 228130

Trucks 141.77 141770

CO2 Total 1314.19 1314190 (Source: Dinas Lingkungan Hidup dan Kebersihan)

58


DATA ANALYSIS

Analysis of Data (Input Data in Excel sheet and results)

Indicator 1: Extent to which transport plans cover public transport, intermodal

facilities and infrastructure for active modes

Stating clear goals and visions for each aspect. Visions, goals, objectives and targets are

key components of a plan, and useful to demonstrate commitment to sustainable transport.

Goals are stronger if they are quantified and accompanied by a performance monitoring

process. In Bandung City case: The City are ambitious to make cycling as one of the main

travel mode and more attractive option for short trips by providing bike lane, bike sharing

system and “mayor riding bike to work” as a living promotion. The city also improved the

walking networks extensively to change the face of the city into friendly walking city. The

City also has a goal of increasing the modal share of public transport to 25 per cent the

share of private vehicle set by the central government. While connected intermodal transfer

facilities were still minimizing to be plan. (Clear quantitative goals, extensive coverage for

two of the four aspects). These city goals and visions are stated in the Medium-Term

Development Plan 2013-2018, which are also the campaign promises of the current mayor.

Designating infrastructure, facilities and measures for each aspect in the plan. A

transport plan usually identifies projects and measures to be adopted, described and shown

on maps and tables. The extent of the designation is important as well as the level of detail.

In Bandung City case: The city had a various plan to improve all the public transport

include Bus Rapid System, Paratransit, Rail Based Transport, Transit Oriented

Development Area, and cycling and walking network (strong effort, extensive coverage).

These planning can be found in Bandung Urban Mobility Plan 2031 and The Strategic Plan

of The Transportation Department of Bandung City 2013-2018

Allocating funding, specifying budgets, securing finance for the facilities. A plan needs

investments and may involve running costs for new transport operations or services. Some

budget may be local (tax, revenues), other parts may be from central government, lending

institutions, or innovative finance schemes. A budget can be more or less secured. In

Bandung City case: The City plan has a budget for walking and cycling networks. (Strong

commitment, extensive coverage of this aspect). Budget for Public Transport are available

but only designated for major areas and corridor. Intermodal Transfer Facilities budget are

available in smaller amount compare to others.

Walking Networks

Ambitious goals

Full designation across city

Major secured new funding

Score 4

Cycling Networks

Ambitious goals

Full designation across city

Major secured new funding

Score 4

59


Intermodal Transfer

Facilities

Qualitative goals

Some designation in 1-2 major areas/corridors

Some budget

Score 2

Public Transport

Qualitative goals

Some designation in 1-2 major areas/corridors

Some budget

Score 2

Indicator Value Years Comments

The extent to which transport plans

cover public transport, intermodal

facilities and infrastructure for

active modes

12 out of 16 2018

The city needs to improve how

to integrate the intermodal

facilities and improve on the

public transport performance

Indicator 2: Modal share of active and public transport in commuting

PURPOSE COMMUTING

(Weekday)

COMMUTING

(Weekend)

MODE # subtotals # subtotals

a. Scheduled bus and minibus 12380 14780

b. Angkot 36825 48773

c. Taxi 495 195

d. Public transport (a+b+c+d) 49700 (a+b+c+d) 63748

e. Passenger car 122254 99801

f. Bus (Recreational) 6822 5742

g. Motorcycle 130241 112289

h. Truck 390 350

i. Individual motorized (e+f+g+h) 259707 (e+f+g+h) 218182

j. Total (d+i) 309407 (d+i) 281930

k. Public (d) 49700 (d) 63748

l. Modal share of public transport (k/l * 100) 16.06 (k/l * 100) 22.61

Average number of trips per person by

main mode of transport 19.34


Modal share of active

and public transport in

commuting

19.34% 2017

Data based on an update of mode share study

held by department of transportation Bandung

at 2017

Indicator 3: Convenient access to public transport service

No Districts District large

Population

(2016)

Population

Density Transit Area

Transit

Population

km2 inh pop per km2 km2 inh

1 Andir 4.178 97693 23380.706 2.450 57280

2 Antapani 4.172 74557 17869.155 0.665 11876

3 Arcamanik 7.499 68293 9107.255 0.911 8301

4 Astanaanyar 2.641 68991 26123.416 1.409 36807

5 Babakan Ciparay 6.997 148025 21156.062 0.544 11507

6 Bandung Kidul 5.349 59331 11092.129 1.020 11315

7 Bandung Kulon 6.871 143313 20856.817 0.227 4740

8 Bandung Wetan 3.400 30939 9100.105 3.340 30396

9 Batununggal 4.755 121076 25463.541 3.230 82244

10 Bojongloa Kaler 3.082 121165 39317.808 1.178 46334

11 Bojongloa Kidul 5.150 86363 16770.761 2.702 45318

12 Buahbatu 7.370 95356 12938.115 3.451 44651

13 Cibeunying Kaler 4.578 71184 15550.405 2.351 36564

60


No Districts District large

Population

(2016)

Population

Density Transit Area

Transit

Population

km2 inh pop per km2 km2 inh

14 Cibeunying Kidul 4.098 108193 26399.423 1.823 48124

15 Cibiru 6.763 70370 10404.610 0.545 5673

16 Cicendo 7.701 99898 12972.825 3.449 44747

17 Cidadap 8.316 58426 7025.907 1.293 9088

18 Cinambo 4.206 24766 5887.589 0.789 4645

19 Coblong 7.236 132002 18242.913 5.421 98895

20 Gedebage 9.835 35910 3651.372 0.381 1390

21 Kiaracondong 5.733 132135 23048.514 2.596 59825

22 Lengkong 5.841 71637 12264.704 2.742 33627

23 Mandalajati 4.746 63147 13306.188 0.366 4865

24 Panyileukan 5.241 39339 7506.268 1.800 13512

25 Rancasari 6.933 75469 10884.914 0.785 8548

26 Regol 4.694 81987 17464.806 2.829 49404

27 Sukajadi 5.205 108512 20847.176 3.401 70907

28 Sukasari 6.288 82012 13043.620 0.837 10917

29 Sumur Bandung 3.447 35903 10414.701 3.357 34959

30 Ujung Berung 6.164 75477 12243.991 1.151 14098

Sum Public Transportation User 940556

Total Population in Bandung City 2481469

% with 500 m buffer 38%


Convenient

access to PT

service

38% 2016

The data is based on the city 2016 census for population in

transit area 500 m of each main nodes and every district have

coverage transit area for the public to access main public

transport in Bandung.

Indicator 4: Public transport quality and reliability

Overall share of satisfied customers as percentage of all public transport users (per cent)

based on a survey.

No Dimension CS Index Tri

Mester One

CS Index Tri

Mester Two Result

1 Frequency of the service 86,92 88,02 Very Satisfied

2 Service (include comfort, cleanlines, safety, and

convenience) 82,54 84,64 Very Satisfied

3 Time of Service 89,29 92,84 Very Satisfied

4 Fare level 92,94 93,02 Very Satisfied

5 Physical Facilities 88,83 88,73 Very Satisfied

6 Punctuality (delay) 82,47 82,37 Very Satisfied

7 Personnel courtesy 87,5 87,40 Very Satisfied

8 Availability of information 87,46 87,36 Very Satisfied

9 Complain Service 87,96 87,86 Very Satisfied

Rata-rata Keseluruhan 87,32 88,03 Very Satisfied


Public transport

quality and reliability

Overall share

87.67% 2017

Based on community satisfaction survey on

the service of the transportation agency held

in 2017 with Customer Satisfaction Index

method and Importance Performance

Analysis to 250 sample.

61


Indicator 5: Traffic fatalities per 100,000 inhabitants

Years Number of Events

Total Minor Injured Seriously Injured Deads

2013 893 32 125 1050

2014 808 17 124 949

2015 801 10 100 911

2016 779 19 84 882

Average 820.25 19.5 108.25 948

Fatalities #

Road transport 108

Railway transport 0

Tram 0

Ferryboats 0

Other 0

Total 108

Inhabitants 2,481,469

Fatalities/100,000 inh 4.36


Traffic fatalities per

100,000 inhabitants 4.36 2013-2016

Based on Bandung Road Safety Annual

Report. The data Collected from 2013-2016

from official police reports, health department

(hospital) and insurance company (Jasa

Raharja).

Indicator 6: Affordability – travel costs as part of income

Component Value

Average monthly transport cost (based on graphic above) US $ 13.7

Minimum income per month US $ 211.75

Percentage of monthly income 6.5


Affordability-travel

cost as part of income 6.5% 2014

The result is based on update of the most recent

survey income levels. Most people in Bandung

spend around Rp 100,000 to Rp 200,000 a month

for transportation. The people included in this

group account for 34% of the total population.

62


Indicator 7: Operational costs of the public transport system

Percent of operational costs recovered by fares (all values in US $)

Services Market shares

(estimated)

Fare

Revenues

Transport Operating

expenses

Farebox

ratio

BRT Line 1 37 5796 11435 51%

BRT Line 2 36 5628 9460 59%

BRT Line 3 19 2929 9634 30%

BRT Line 4 8 1204 6292 19%

Total 100 Weighted 47.6


Operational costs of the public

transport system 47.6 2018

Case of BRT (Trans Metro

Bandung) with four

corridors operation

Indicator 8: Investment in public transportation system

Percent of transport investment spending; running five-year average.

In Million US $ 2014 2015 2016 2017 2018 average

PUBLIC TRANSPORT FACILITIES 2.54 3.02 3.26 3.59 3.94 3.27

TOTAL TRANSPORT 9.27 10.01 10.85 11.94 13.13 11.04

SHARE 29.6


Operational costs of the

public transport system 29.6% 2014-2018

Based on average transport investment by

the Bandung city for five years from 2014-

2018

Indicator 9: Air quality (PM10)

Micrograms per cubic meter (μg/m3).

PM10 Population Population

Station Location yearly mean in area percentage

1 Dago Pakar 50 868514 35.00

2 Gedebage 50 372220 15.00

3 Padjajaran 50 496294 20.00

4 Ujungberung 50 744441 30.00 Total city population 2481469 100 Population weighted concentration 50.00 Good/Healty Condition


Air Quality 50 2017-

2018

According Air Pollutant Standard Index, the level of air

quality that has no effect on human or animal health and

does not affect plants, buildings or aesthetic values. The

63


values are average by estimated of population exposed per

city area (station 1 = 35%; station 2 = 15%; station 3 = 20%;

station 4 = 30%).

Indicator 10: Greenhouse gas emissions (CO2 eq tons/year)

Ton CO2 equivalent emitted/capita/year

Type of Vehicle CO2 Gg/ Year CO2 Ton/ Year Population

GhG

Emissions/

Capita

Bus 281.92 281920

Passengers Cars 356.90 356900

Motorcycle 305.47 305470

Minibus 228.13 228130

Trucks 141.77 141770

Total CO2 1314.19 1314190 2,481,469 0.53


Greenhouse gas

emissions (CO2 eq

tons/year)

0.53 2017

Based on calculation result from

inventory of Bandung 2017 greenhouse

gas emissions study, held by Dinas

Lingkungan Hidup dan Kebersihan kota

Bandung.

SUTI Result

# Indicators Natural

Weights Range VALUE Normalize YEAR

units MIN MAX

1

Extent to which transport plans

cover public transport, intermodal

facilities and infrastructure for

active modes

0 - 16 scale 0.1 0 16

12 75 2018

2 Modal share of active and public

transport in commuting % of trips 0.1 10 90

19.34 11.68 2017

3 Convenient access to public

transport service

% of

population 0.1 20 100

38 22.50 2016

4 Public transport quality and

reliability % satisfied 0.1 30 95

87.67 88.72 2017

5 Traffic fatalities per 100.000

inhabitants # fatalities 0.1 35 0

4.36 87.54 2013-2016

6 Affordability – travel costs as share

of income % of income 0.1 35 3.5

6.5 90.48 2014

7 Operational costs of the public

transport system

Cost

recovery

ratio

0.1 22 175

47.6 16.73 2018

8 Investment in public transportation

systems

% of total

investment 0.1 0 50

29.6 59.20 2014-2018

9 Air quality (pm10) μg/m3 0.1 150 10 50 71.43 2017-2018

10 Greenhouse gas emissions from

transport Tons/cap 0.1 2.75 0

0.53 80.73 2017

INDEX Geometric mean 48.96

64


A. Spider diagram (interpretation of result, observation, etc)

B. Interpretation of value, index number, observation of SUTI

Indicator 1: Bandung show a very good extent to the improvement of public transport

system

Indicator 2: Modal share of public transport in Bandung is considered low. More

attention needs to be considered

Indicator 3: Convenient access to public transport did not widely cover the whole city

area

Indicator 4: The customer satisfaction numbers is high but please note this is only for

BRT system

Indicator 5: The number of fatality rate is very low, but the numbers of event are high.

Please note the number of events is decreasing year by year.

Indicator 6: Traveling by public transports in Bandung are affordable

Indicator 7: The fare box ratio is below 100 therefore the government need to subsidize

Indicator 8: The city put much concern in improving public transport

Indicator 9: Air quality (PM10) is in a good condition

0.0010.0020.0030.0040.0050.0060.0070.0080.0090.00

100.00

Extent to which transportplans cover public

transport, intermodalfacilities and…

Modal share of activeand public transport in

commuting

Convenient access topublic transport service

Public transport qualityand reliability

Traffic fatalities per100.000 inhabitants

Affordability – travel costs as part of income

Operational costs of thepublic transport system

Investment in publictransportation systems

Air quality (pm10)

Greenhouse gasemissions from transport

65


Indicator 10: Greenhouse gas emissions from transport also still in a good condition

C. Suggestion for urban transport improvement in the city

• The SUTI result for each indicator show that the city still needs to improve and

emphasizing to:

• Improve the integration transfer facilities between public transport mode while

also providing more convenient access that can widen the coverage of public

transport,

• Improve public transportation system by increasing the performance of the

existing public transport and introduce new public transport system, hopefully

these efforts could increase mode share in public transport, a good promotion

or mobility management in order to encourage the society to shift from private

to public,

• Reform the operation, the government need to develop a better system in

running the public transport therefore the farebox ratio will become higher and

less subsidized,

Bandung City would like to propose the SUTI Index system can be used for Medium Term

Development Plan 2019-2023.

66


PERSPECTIVE ON SUTI PILOT

EXERCISE

The ten indicators and methodology to model the SUTI for cities in Indonesia are very

useful for the city policy makers in improving their urban transport system. This index can

be used by Bandung city official to rate their city performance annually.

Collecting the data itself is a major problem. A system to update database annually is

needed.

67


ANNEXURES

68


A.1: Experts and officials met

Dinas Perhubungan Kota Bandung

Jl. Soekarno Hatta No.205, Situsaeur, Bojongloa Kidul, Kota Bandung, Jawa Barat 40233

Phone: (0622) 25220768

Head of Agency: Ir. Didi Ruswandi MT

69


A.2: References

Bandung Road Safety Annual Report, Bloomberg 2015- 2016

Bandung Urban Mobility Project Book 2016

Bandung Low Carbon Master Plan Report 2017 - Bandung's Environmentally Friendly

Transportation System Study

Bandung Metro Trans Monthly Income And Vehicle Operational Cost Report January-July

2018

Bandung Municipality Public Works Office, 2017

Bandung Transportation Agency, 2017

Central Bureau of Statistic, 2017

Indonesian Railway Company Operational area 2 Bandung

Mid-Term Development Plan For The City Of Bandung 2013-2018

Report study of the Quarterly IV Bandung Transportation Department Community

Satisfaction Survey

Spatial Plans Bandung 2011-2031

Transportation Masterplan Of Bandung City 2014-2031

Weningtyas, W., Nawassa, K., Qiranawangsih, A., (2017) Wayfinding and Signage for

Cycling Activity in Bandung City. Journal of the Eastern Asia Society for Transportation

Studies.

Online source:

http://www.tribunnews.com/regional/2017/07/18/berikut-sejumlah-alasan-kemacetan-di-

kota-bandung accessed on date 13th August 2018

http://www.wisatabdg.com/2011/07/layanan-taksi-bandung.html accessed on date 14th

August 2018

https://dailysocial.id/post/kiri-hadirkan-panduan-trayek-angkot-bandung accessed on date

13th August 2018

https://ardiantosatriawan.wordpress.com/2016/09/04/rute-lengkap-trans-metro-bandung/

accessed on date 13th August 2018

https://www.google.co.id/url?sa=t&rct=j&q=&esrc=s&source=web&cd=1&cad=rja&uact=8&ved=2ahUKEwjsno3cjZ_dAhWGpI8KHVL8CJwQFjAAegQIARAB&url=https%3A%2F%2Fwww.jstage.jst.go.jp%2Fbrowse%2Feasts%2F&usg=AOvVaw2WCmX-Vh7YYarNQjXuaX4-

https://www.google.co.id/url?sa=t&rct=j&q=&esrc=s&source=web&cd=1&cad=rja&uact=8&ved=2ahUKEwjsno3cjZ_dAhWGpI8KHVL8CJwQFjAAegQIARAB&url=https%3A%2F%2Fwww.jstage.jst.go.jp%2Fbrowse%2Feasts%2F&usg=AOvVaw2WCmX-Vh7YYarNQjXuaX4-

70


http://www.sekitarbandung.com/2014/10/daftar-rute-jalur-bis-sekolah-gratis-di.html

accessed on date 14th August 2018

http://www.infobandung.co.id accessed on date 16th August 2018

https://www.banopolis.com/ accessed on date 18th August 2018

https://portal.bandung.go.id/posts/2013/01/02/XPXq/transparansi-pengelolaan-anggaran-

daerah accessed on date 20th August 2018

http://data.bandung.go.id/dataset/serapan-anggaran-dinas-perhubungan-kota-bandung-

tahun-2013-2016 accessed on date 10th August 2018

https://portal.bandung.go.id/daftar-shelter-angkota-di-kota-bandung accessed on date 10th

August 2018

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